JP7009243B2 - Vehicle window control system and vehicle window control program - Google Patents

Description

The present invention relates to a vehicle window control system and a vehicle window control program.

A technique for outputting a control signal so as to raise the window when it is determined that the vehicle has reached the tunnel entrance is known (see Patent Document 1). According to Patent Document 1, since the tunnel is traveled in a state where the window is closed, it is possible to prevent the exhaust gas trapped in the tunnel from entering the vehicle.

Japanese Unexamined Patent Publication No. 9-195629

However, in Patent Document 1, there is a problem that even if the window starts to be closed when the vehicle reaches the tunnel entrance, the window enters the tunnel before the window is completely closed. In particular, when the window is wide open, the time required for the window to close is long, so there is a high possibility that the vehicle will enter the tunnel before the window is closed.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a technique capable of reducing the possibility of a vehicle entering a tunnel before the window is fully closed.

In order to achieve the above object, the vehicle window control system of the present invention has an opening degree acquisition unit for acquiring the opening degree of the window of the vehicle and a second opening degree having an opening degree larger than the first opening degree. The processing timing setting unit that sets the processing timing at an earlier timing within the period before the vehicle reaches the entrance of the tunnel than the case where the opening is the first opening, and the window of the vehicle at the processing timing. It is provided with a window closing process executing unit that performs a window closing process, which is a process for closing.

In order to achieve the above object, the vehicle window control program of the present invention uses a computer as an opening degree acquisition unit for acquiring an opening degree of a vehicle window, and a second opening degree having an opening degree larger than the first opening degree. In the case, the window of the vehicle in the processing timing setting unit, which sets the processing timing at an earlier timing within the period before the vehicle reaches the entrance of the tunnel than when the opening is the first opening. It functions as a window closing process executing unit that performs a window closing process, which is a process for closing.

In the configuration of the present invention described above, since the window closing process can be performed at the processing timing before the vehicle reaches the entrance of the tunnel, the vehicle can enter the tunnel before the window is fully closed. The sex can be reduced. Further, when the window is wide open and the required period until the window is fully closed is long, an early processing timing can be set.

It is a block diagram of a vehicle window control system. 2A is a graph of window opening, FIG. 2B is a graph of window movement distance, FIG. 2C is a graph of window movement speed, FIG. 2D is a diagram showing a window operation switch, and FIG. 2E is a diagram showing a road in front of a tunnel. Is. 3A and 3C are graphs of the opening degree of the window, and FIGS. 3B and 3D are explanatory views of the required period. It is a flowchart of a vehicle window control process. 5A, 5B, and 5C are explanatory views of the required period.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of vehicle window control system:
(2) Vehicle window control processing:
(3) Other embodiments:

(1) Configuration of vehicle window control system:
FIG. 1 is a block diagram showing a configuration of a vehicle window control system 10 according to an embodiment of the present invention. The vehicle window control system 10 is a car navigation system and is an on-board unit mounted on the vehicle A. The vehicle A is provided with a positioning unit 51, a speaker 52, a window control ECU (electronic control unit) 53, a window actuator 54, and a window operation switch 55. The vehicle A has a cabin in which two rows of front and rear seats are arranged, and windows that can be opened and closed independently are provided on the left and right outer sides of the two rows of front and rear seats.

Although not shown, the left outer window of the front seat is referred to as window FL, the right outer window of the front seat is referred to as window FR, the left outer window of the rear seat is referred to as window BL, and the right of the rear seat is indicated. The outer window is referred to as a window BR. As used herein, the windows FL, FR, BL, and BR mean windows that can be opened and closed, and the vehicle A may be provided with other windows that cannot be opened and closed. The windows FL, FR, BL, and BR include a window frame and a transparent plate, respectively. The state in which the opening inside the window frame is completely closed by the transparent plate is defined as the fully closed state, and the state in which the transparent plate is moved so as to maximize the area of the opening inside the window frame is defined as the fully open state. Define. In the present embodiment, when the transparent plate moves to the upper end of the movable range, it is in a fully closed state, and when the transparent plate moves to the lower end of the movable range, it is in a fully open state.

The positioning unit 51 is a sensor or circuit that acquires a signal necessary for deriving the current location of the vehicle A, and includes, for example, a receiving circuit that receives a GNSS (Global Navigation Satellite System) signal, a vehicle speed sensor, a gyro sensor, or the like. But it may be. The speaker 52 is an output device that outputs voice based on the voice signal output from the control unit 20.

The window control ECU 53 is a computer for driving the window actuator 54 in response to an operation on the window operation switch 55. The window actuator 54 is an actuator that independently drives each of the transparent plates of the windows FL, FR, BL, and BR up and down. The window control ECU 53 outputs a command signal for driving the window actuator 54, and inputs a monitoring signal indicating the driving amount of the window actuator 54. The window control ECU 53 derives the vertical position of the transparent plate of the windows FL, FR, BL, and BR (for example, the position of the upper end of the transparent plate) based on the monitoring signal, and further, based on the vertical position of the transparent plate. The opening degrees of the windows FL, FR, BL, and BR are derived.

The opening degree of the window FL, FR, BL, BR indicates the rate at which the window FL, FR, BL, BR is currently open, where the fully open state is 100% and the fully closed state is 0%. Percentage. Specifically, the opening degree of the window FL, FR, BL, BR is the difference between the current position of the transparent plate and the position of the transparent plate in the fully closed state, and the difference between the position of the transparent plate in the fully open state and the position of the transparent plate in the fully closed state. It is a percentage of the value divided by the difference from the position of the transparent plate. The difference between the position of the transparent plate in the fully open state and the position of the transparent plate in the fully closed state means the moving distance of the transparent plate between the fully closed state and the fully open state. The window control ECU 53 outputs a signal indicating the opening degree of each window FL, FR, BL, BR to the control unit 20.

FIG. 2A is a graph showing the opening degrees of each window FL, FR, BL, and BR. The vertical axis of the figure shows the opening degrees O (FL), O (FR), O (BL), O (BR) of each window FL, FR, BL, BR. As shown in the figure, each window FL, FR, BL, BR can be opened and closed independently, and each has a different opening degree O (FL), O (FR), O (BL), O (BR). obtain.

FIG. 2B is a graph showing the moving distances of the transparent plates of each window FL, FR, BL, and BR. The vertical axis of the figure shows the moving distances K (FL), K (FR), K (BL), and K (BR) of each window FL, FR, BL, and BR. As shown in the figure, in the present embodiment, the moving distances K (FL) and K (FR) of the front windows FL and FR are the moving distances K (BL) and K (BR) of the rear windows BL and BR. Is bigger than. For example, in consideration of the safety of the occupants (mainly children) in the rear seats, the rear windows BL and BR are not opened widely even in the fully open state, and the moving distance K (FL) of the rear windows BL and BR is set. , K (FR) may be configured to be smaller than the moving distances K (FL) and K (FR) of the front windows FL and FR.

Here, the moving speed, which is the speed at which the window actuator 54 moves the transparent plate, may differ for each of the windows FL, FR, BL, and BR. FIG. 2C is a graph showing the moving speeds of the transparent plates of each window FL, FR, BL, and BR. The vertical axis of the figure shows the moving speeds V (FL), V (FR), V (BL), V (BR) of each window FL, FR, BL, BR. As shown in the figure, in the present embodiment, the moving speeds V (FL) and V (FR) of the front windows FL and FR are the moving speeds V (BL) and V (BR) of the rear windows BL and BR. Is bigger than. For example, the transparent plate of the rear window BL, BR may be configured to move more slowly than the transparent plate of the front window FL, FR in consideration of the pinching of the body of the occupant in the rear seat. In the present embodiment, the transparent plates of the windows FL, FR, BL, and BR move at a constant speed of V (FL), V (FR), V (BL), and V (BR), respectively.

The window operation switch 55 is a switch that accepts operations for opening and closing each window FL, FR, BL, and BR. The window operation switch 55 is provided at a position in the cabin that can be operated by the driver. FIG. 2D shows the window operation switch 55. The operating bodies SFL, SFR, SBL, and SBR are provided corresponding to each of the windows FL, FR, BL, and BR. The operating bodies SFL and SFR for operating the front windows FL and FR are arranged in a horizontal row, and the operating bodies SBL and SBR for operating the rear windows BL and BR are arranged in a horizontal row.

When an operation (hereinafter referred to as an automatic fully closed operation) in which the operating body SFL, SFR, SBL, SBR is strongly pushed downward until a click feeling is obtained and continues for a certain operation period (for example, 1 second) is performed, the window is displayed. The control ECU 53 drives the window actuator 54 so that the windows FL, FR, BL, and BR are fully opened. On the contrary, when the operation body SFL, SFR, SBL, SBR is strongly pulled upward for a certain operation period (hereinafter referred to as automatic full-open operation) until a click feeling is obtained, the window control ECU 53 is subjected to the operation. The window actuator 54 is driven so that the windows FL, FR, BL, and BR are fully closed.

Further, the window control ECU 53 moves the transparent plates of the windows FL, FR, BL, and BR downward during the period in which the operating bodies SFL, SFR, SBL, and SBR are pushed downward so weakly that a click feeling cannot be obtained. Drives the window actuator 54. On the contrary, the window control ECU 53 moves the transparent plates of the windows FL, FR, BL, and BR upward during the period in which the operating bodies SFL, SFR, SBL, and SBR are weakly pulled upward to the extent that a click feeling cannot be obtained. The window actuator 54 is driven in such a manner. With this configuration, the windows FL, FR, BL, and BR can be set to any opening degree O (FL), O (FR), O (BL), O (BR) between the fully open state and the fully closed state. can.

The vehicle window control system 10 includes a control unit 20 and a recording medium 30. The control unit 20 is a computer including a CPU, RAM, ROM, and the like, and executes the vehicle window control program 21 recorded on the recording medium 30 and the like.

The recording medium 30 records the map information 30a and the vehicle information 30b. The map information 30a includes node data, link data, and facility data. The node data indicates the coordinates of the node, which is the point where the links are connected to each other. A node to which three or more links are connected corresponds to an intersection (including a branch point and a confluence point). A link is a road section that divides a road into intersections. The link data is information indicating the length, travel time, shape, road type, etc. of the link. Furthermore, the link data indicates the position of the tunnel existing on the link (inlet position, exit position).

The vehicle information 30b is vehicle information regarding windows FL, FR, BL, and BR.
Specifically, the vehicle information 30b is the moving distances K (FL), K (FR), K (BL) in which the transparent plates of the windows FL, FR, BL, and BR move when the state is changed from the fully open state to the fully closed state. , K (BR). Further, the vehicle information 30b indicates the moving speeds V (FL), V (FR), V (BL), V (BR) of the transparent plates of the windows FL, FR, BL, and BR when moving in the closing direction. ..

Further, the vehicle information 30b includes information about the window operation switch 55 (operation unit) for opening / closing the windows FL, FR, BL, and BR included in the vehicle A. Specifically, the vehicle information 30b includes information indicating which of the windows FL, FR, BL, and BR can be operated at the same time. In the present embodiment, the index finger, the middle finger, and the ring finger can be used to simultaneously operate the operating bodies SFL and SFR arranged in a row in the front, and the operating bodies SBL arranged in a row in the rear. , SBR can be operated at the same time. That is, the front windows FL and FR can be operated at the same time, and the rear windows BL and BR can be operated at the same time. Further, the vehicle information 30b indicates whether or not the window operation switch 55 can be fully closed automatically. Further, the vehicle information 30b indicates an operation period (for example, 1 second) which is a period required for the automatic fully closed operation to be accepted after the operating bodies SFL, SFR, SBL, and SBR are pushed downward. The vehicle information 30b may not be recorded on the recording medium 30, but may be recorded on the recording medium provided in the window control ECU 53.

The vehicle window control program 21 includes an opening degree acquisition module 21a, a processing timing setting module 21b, and a closing processing execution module 21c. The opening degree acquisition module 21a, the processing timing setting module 21b, and the closing processing execution module 21c are program modules that cause the control unit 20 as a computer to function as an opening degree acquisition unit, a processing timing setting unit, and a closing processing execution unit, respectively.

By the function of the opening degree acquisition module 21a, the control unit 20 acquires the opening degrees O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, BR of the vehicle A. That is, the control unit 20 acquires the current opening degrees O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, and BR from the window control ECU 53.

By the function of the processing timing setting module 21b, the control unit 20 sets the processing timing, which is the timing before the vehicle A reaches the entrance of the tunnel. By the function of the processing timing setting module 21b, the control unit 20 acquires the position of the entrance of the tunnel to which the vehicle A will enter next from the map information 30a. Hereinafter, the tunnel to which the vehicle A will enter next is simply referred to as a tunnel. The tunnel is the tunnel that exists closest to the front of the route on which the vehicle A is going to travel. The route on which the vehicle A is scheduled to travel may be an optimum route to a destination searched by a known route search method, or may be a road route. The road route may be, for example, a route composed of links on the same route as the currently traveling link, or exit in a straight-ahead direction (closest to straight-ahead direction) at each of the intersections passing in sequence. It may be a route to be traveled when the vehicle is used.

FIG. 2E is a schematic view of the road in front of the tunnel H. By the function of the processing timing setting module 21b, the control unit 20 acquires the estimated arrival time TZ to the entrance of the tunnel H based on the current time, the mileage from the current location to the entrance of the tunnel H, and the vehicle speed. Specifically, the control unit 20 sets the estimated arrival time TZ at the entrance of the tunnel H by adding the period obtained by dividing the mileage from the current location to the entrance of the tunnel H by the vehicle speed to the current time. get. The vehicle speed used for calculating the estimated arrival time TZ may be the vehicle speed measured by the vehicle speed sensor of the positioning unit 51, or may be the speed limit of the link in front of the tunnel H. Further, as for the vehicle speed, when the vehicle A is automatically driven, the vehicle speed used for calculating the estimated arrival time TZ may be the vehicle speed planned by the automatic driving.

By the function of the processing timing setting module 21b, the control unit 20 acquires the required period T required for all the windows FL, FR, BL, and BR provided in the vehicle A to be fully closed based on the vehicle information 30b, and obtains the vehicle. The timing before the required period T or more from the timing when A arrives at the entrance of the tunnel H (scheduled arrival time TZ) is set as the processing timing TX.
In the present embodiment, the control unit 20 sets the time obtained by subtracting the required period T from the scheduled arrival time TZ as the processing timing TX. The control unit 20 may set the time obtained by subtracting the period obtained by adding the safety period TY to the required period T as the processing timing TX from the scheduled arrival time TZ. The safety period TY is a period for correcting the processing timing TX to an earlier timing in consideration of the prediction error of the required period T, and may be, for example, 5 seconds.

Hereinafter, a method for deriving the required period T will be described. It should be noted that lengthening the required period T means shortening the processing timing TX.

FIG. 3A is a graph showing an example of opening degrees O (FL), O (FR), O (BL), O (BR) of windows FL, FR, BL, and BR, and FIG. 3B is a required case in the case of FIG. 3A. It is explanatory drawing of the period T. The control unit 20 acquires the required period T based on the utterance period TG, the reaction period TR, the operation period TS (TS1, TS2), the operation transition period TD, and the movement period TM (TM1, TM2). The utterance period TG is a period (for example, 5 seconds) required for uttering a voice message saying "I will enter tunnel H soon. Please close the window", and is a predetermined period. The voice message may be content that informs that the window should be closed, and is not limited to the above example. The beginning of the required period T is the beginning of the utterance period TG.

The reaction period TR is a period (for example, 1 second) until the driver who hears the voice message starts operating the window operation switch 55, and is a predetermined period. The reaction period TR may be set according to the situation of the driving operation in front of the tunnel H, and the reaction period TR may be revised upward, for example, in a curve where there is a high possibility that steering is being performed.

The operation period TS is a period required for the operation of closing the windows FL, FR, BL, and BR, and is a period from the start of the operation of the window operation switch 55 to the acceptance of the automatic full closing operation. By the function of the processing timing setting module 21b, the control unit 20 acquires the operation period TS of the automatic fully closed operation from the vehicle information 30b relating to the windows FL, FR, BL, and BR. In the present embodiment, the control unit 20 defines the first operation period TS1 and the second operation period TS2 as the operation period TS.

The first operation period TS1 is a period in which the front windows FL and FR are automatically fully closed by simultaneously operating the operating bodies SFL and SFR arranged in a row in front. The second operation period TS2 is a period in which the rear windows BL and BR are automatically fully closed by simultaneously operating the operating bodies SBL and SBR arranged in a row at the rear. The operation transition period TD is a period from the acceptance of the automatic full closing operation for the front windows FL and FR to the start of the operation of the operating bodies SBL and SBR arranged in a row at the rear (for example, 1). Seconds), a predetermined period. The operation transition period TD may be set based on the shape of the window operation switch 55.

When the first operation period TS1 ends, the first movement period TM1 that actually moves so that the transparent plates of the front windows FL and FR are fully closed starts. In the movement period TM1, the value (distance) obtained by multiplying the opening degree O (FL), O (FR) and the movement distance K (FL), K (FR) is divided by the movement speed V (FL), V (FR). Is obtained by. The first movement period TM1 can be calculated for both the windows FL and FR that can be operated at the same time by the first operation, but the control unit 20 has the largest opening O (FL) among the windows FL and FR. The moving period TM1 for the window FL is adopted for the calculation of the required period T, and the moving period TM1 (broken line) for the window FR having a small opening O (FR) is not adopted.

Then, by the function of the processing timing setting module 21b, the control unit 20 calculates the first required period T1 by summing the utterance period TG, the reaction period TR, the first operation period TS1 and the first movement period TM1. ..

Further, when the first operation period TS1 ends, the first movement period TM1 starts, the operation transition period TD starts, and then the second operation period TS2 starts. If the automatic fully closed operation for the front windows FL and FR is accepted, it is possible to operate the rear windows BL and BR without waiting for the front windows FL and FR to be fully closed. be. When the second operation period TS2 ends, the second movement period TM2 that actually moves so that the transparent plates of the rear windows BL and BR are fully closed starts. In the movement period TM2, the value (distance) obtained by multiplying the opening degree O (BL), O (BR) and the movement distance K (BL), K (BR) is divided by the movement speed V (BL), V (BR). Is obtained by. The second movement period TM2 can be calculated for both the windows BL and BR that can be operated simultaneously by the second operation, but the control unit 20 has the largest opening O (BR) among the windows BL and BR. The moving period TM2 for the window BR is adopted for the calculation of the required period T, and the moving period TM2 (broken line) for the window BL having a small opening O (BL) is not adopted.

Then, by the function of the processing timing setting module 21b, the control unit 20 sets the utterance period TG, the reaction period TR, the first operation period TS1, the operation transition period TD, the second operation period TS2, and the second movement period TM2. The second required period T2 is calculated by summing up.

Next, by the function of the processing timing setting module 21b, the control unit 20 adopts the longer of the first required period T1 and the second required period T2 as the required period T, and sets the required period T from the scheduled arrival time TZ. The subtracted time is set as the processing timing TX. That is, the control unit 20 adopts the longest required period until each of the windows FL, FR, BL, and BR is fully closed as the required period T, and the required period T from the scheduled arrival time TZ. Is set as the processing timing TX at the time obtained by subtracting. The end of the required period T is the end of the movement period TM of the windows FL, FR, BL, and BR that are finally fully closed.

Note that FIG. 3B describes the required period T when the front window FL and FR are automatically fully closed in the first operation and the rear windows BL and BR are automatically fully closed in the second operation. Has been done. However, the control unit 20 also has a required period T when the rear windows BL and BR are automatically fully closed by the first operation and the front windows FL and FR are automatically fully closed by the second operation. It may be calculated. Then, the control unit 20 performs the required period T when the front windows FL and FR are automatically fully closed in the first operation, and the rear windows BL and BR are automatically fully closed in the first operation. Of the required period T in the case, the longer one may be adopted as the required period T to set the processing timing TX.

FIG. 3C is a graph showing another example of the opening degree O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, BR, and FIG. 3D is the case of FIG. 3C. It is explanatory drawing of the required period T in. In FIG. 3C, the opening degrees O (BL) and O (BR) of the rear windows BL and BR are originally 0%. That is, the rear windows BL and BR are fully closed from the beginning. In this case, the control unit 20 can calculate the required period T by summing the utterance period TG, the reaction period TR, the first operation period TS1 and the first movement period TM1 by the function of the processing timing setting module 21b. good. That is, since the second operation is unnecessary, the required period T can be calculated without considering the second operation.

Further, when the opening degree O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, and BR is unknown in the control unit 20 due to the function of the processing timing setting module 21b. , The processing timing TX is set by assuming that the windows FL, FR, BL, and BR are in the fully open state. That is, when the control unit 20 cannot acquire the opening degrees O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, and BR, the movement of FIGS. 3B and 3D. The processing timing TX is set by substituting 1 (100%) for the opening degree O (FL), O (FR), O (BL), O (BR) in the calculation formula of the period TM. As a case where the opening degree O (FL), O (FR), O (BL), O (BR) cannot be acquired, for example, a communication error between the window control ECU 53 and the control unit 20 may occur. Further, there is also a case where the vehicle window control system 10 is mounted on the vehicle A which does not have the function of the window control ECU 53 to output the opening degree O (FL), O (FR), O (BL), O (BR). Conceivable. In the case of such a vehicle A, the control unit 20 may always apply 1 (100%) as the opening degree O (FL), O (FR), O (BL), O (BR).

By the function of the closing processing execution module 21c, the control unit 20 performs the window closing processing, which is the processing for closing the window of the vehicle A, at the processing timing TX. Here, the window closing process is a process of instructing the driver to close the windows FL, FR, BL, and BR. Specifically, by the function of the closing processing execution module 21c, the control unit 20 causes the speaker 52 to start outputting a voice message "I will enter the tunnel H soon. Please close the window" at the processing timing TX. As a result, the driver is requested to close the windows FL, FR, BL, and BR so that the windows FL, FR, BL, and BR can be fully closed before the vehicle A enters the tunnel H. I can guide you.

In the configuration of the present embodiment described above, the control unit 20 sets the processing timing TX, which is the timing before the vehicle A reaches the entrance of the tunnel H, by the function of the processing timing setting module 21b. Since the window closing process can be performed at the processing timing TX before the vehicle A reaches the entrance of the tunnel H, the vehicle A enters the tunnel H before the windows FL, FR, BL, and BR are fully closed. The possibility of entering can be reduced.

Further, the control unit 20 sets the processing timing TX based on the vehicle information 30b regarding the windows FL, FR, BL, and BR by the function of the processing timing setting module 21b. Thereby, the processing timing TX suitable for the specifications of the vehicle A regarding the windows FL, FR, BL, and BR can be set. Specifically, by the function of the processing timing setting module 21b, the control unit 20 determines the required period T required for all the windows FL, FR, BL, and BR provided in the vehicle A to be fully closed based on the vehicle information 30b. The timing before the required period T or more from the timing at which the vehicle A reaches the entrance of the tunnel H (scheduled arrival time TZ) is set as the processing timing TX. As a result, the possibility that the vehicle A enters the tunnel H before all the windows FL, FR, BL, and BR are fully closed can be reduced. Further, as in the present embodiment, by setting the timing just before the required period T from the scheduled arrival time TZ as the processing timing TX, all the windows are fully closed almost at the same time when the vehicle A reaches the entrance of the tunnel H. Can be. Therefore, it is possible to reduce the possibility of giving the driver a sense of discomfort that the guidance for closing the window is too early.

Further, due to the function of the processing timing setting module 21b, the control unit 20 performs processing faster as the moving speeds V (FL), V (FR), V (BL), V (BR) of the windows FL, FR, BL, and BR are slower. The timing TX is set. Since the movement period TM in FIGS. 3B and 3D is inversely proportional to the movement speeds V (FL), V (FR), V (BL), and V (BR), the movement speeds V (FL), V (FR), and V. The slower the (BL) and V (BR), the longer the required period T, and the earlier processing timing TX is set. The slower the moving speeds V (FL), V (FR), V (BL), V (BR) of the windows FL, FR, BL, BR, the longer the period until the window is fully closed, but the moving speed. By setting the processing timing TX that is faster as V (FL), V (FR), V (BL), V (BR) is slower, the vehicle A before the windows FL, FR, BL, BR are fully closed. Can reduce the possibility of entering the tunnel H.

Further, due to the function of the processing timing setting module 21b, the control unit 20 processes faster as the moving distances K (FL), K (FR), K (BL), K (BR) of the windows FL, FR, BL, and BR are longer. The timing TX is set. Since the travel period TM in FIGS. 3B and 3D is proportional to the travel distances K (FL), K (FR), K (BL), and K (BR), the travel distances K (FL), K (FR), and K. The longer (BL) and K (BR), the longer the required period T, and the earlier processing timing TX is set. The longer the movement distance K (FL), K (FR), K (BL), K (BR) from the fully open state to the fully closed state, the longer the period until the window is fully closed, but the movement The longer the distance K (FL), K (FR), K (BL), K (BR), the earlier the processing timing TX is set, so that the vehicle before the windows FL, FR, BL, BR are fully closed. The possibility that A enters the tunnel H can be reduced.

Due to the function of the processing timing setting module 21b, the control unit 20 has a window FL, FR, BL, BR opening degree O (FL), O (FR), O (BL), O (BR) larger than the first opening degree. When the second opening is large, the vehicle A reaches the entrance of the tunnel H as compared with the case where the opening O (FL), O (FR), O (BL), O (BR) is the first opening. The processing timing TX is set at an earlier timing within the period before the operation. Since the movement period TM in FIGS. 3B and 3D is proportional to the opening degree O (FL), O (FR), O (BL), O (BR), the opening degree O (FL), O (FR), O The larger (BL) and O (BR), the longer the required period T, and the earlier processing timing TX is set. As a result, when the windows FL, FR, BL, and BR are wide open and the required period T until the windows are fully closed is long, the early processing timing TX can be set.

Further, by the function of the processing timing setting module 21b, the control unit 20 sets the processing timing TX earlier as the operation period TS required for the operation of closing the windows FL, FR, BL, and BR is longer. Since the operation period TS indicated by the vehicle information 30b is added to the required period T in FIGS. 3B and 3D, the longer the operation period TS, the longer the required period T, and the earlier processing timing TX is set. The longer the operation period TS required for the operation to close the windows FL, FR, BL, BR, the higher the possibility that the required period T required for closing the windows FL, FR, BL, BR will be longer, but the operation period TS will be longer. By setting the early processing timing TX when it is long, it is possible to reduce the possibility that the vehicle A enters the tunnel H before the windows FL, FR, BL, and BR are fully closed.

As shown in FIGS. 3B and 3D, the control unit 20 has the opening degrees O (FL) and O (FR) of the windows FL and FR that can be simultaneously operated by the function of the processing timing setting module 21b in the first operation. Processing is based on the largest opening O (FL) and the largest opening O (BR) of the windows BL, BR opening O (BL), O (BR) that can be operated simultaneously in the second operation. The timing TX is set. As a result, among the plurality of windows FL, FR, BL, and BR that can be operated at the same time, the opening degrees O (FL), O of the windows FL, FR, BL, and BR that require the longest time to reach the fully closed state are the longest. The processing timing TX can be set based on (FR), O (BL), and O (BR). However, it is necessary that the moving distances K (FL) and K (FR) and the moving speeds V (FL) and V (FR) match between the windows FL and FR that can be operated at the same time in the first operation. .. Similarly, it is necessary that the moving distances K (BL) and K (BR) and the moving speeds V (BL) and V (BR) match between the windows BL and BR that can be operated simultaneously in the second operation. be. When the moving distance K (FL), K (FR), K (BL), K (BR) and the moving speed V (FL), V (FR), V (BL), V (BR) are different, the control unit 20 Calculates the time required for each window FL, FR, BL, and BR to be fully closed, and adopts the longest of these.

Further, when the opening degree O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, and BR is unknown in the control unit 20 due to the function of the processing timing setting module 21b. , The processing timing TX is set by assuming that the windows FL, FR, BL, and BR are in the fully open state. As a result, even if the windows FL, FR, BL, and BR are fully open, the possibility that the vehicle A enters the tunnel H before the windows FL, FR, BL, and BR are fully closed can be reduced. ..

(2) Vehicle window control processing:
FIG. 4 is a flowchart of the vehicle window control process. First, the control unit 20 determines whether or not the vehicle A has approached the entrance of the tunnel H by the function of the processing timing setting module 21b (step S100). For example, when the distance between the current location of the vehicle A and the position of the entrance of the tunnel H is equal to or less than the determination distance (for example, 1 km), the control unit 20 determines that the vehicle has approached the entrance of the tunnel H.

When it is not determined that the vehicle A has approached the entrance of the tunnel H (step S100: N), the control unit 20 returns to the step S100 by the function of the processing timing setting module 21b, and the vehicle A approaches the entrance of the tunnel H. Wait until you do. On the other hand, when it is determined that the vehicle A has approached the entrance of the tunnel H (step S100: Y), the control unit 20 has the opening degree O (FL) of the windows FL, FR, BL, and BR due to the function of the opening degree acquisition module 21a. ), O (FR), O (BL), O (BR). That is, the control unit 20 acquires the current opening degrees O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, and BR from the window control ECU 53.

Next, was the control unit 20 able to acquire the openings O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, and BR by the function of the opening acquisition module 21a? It is determined whether or not (step S120). When it is not determined that the opening degree O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, BR can be acquired (step S120: N), the opening degree acquisition module. By the function of 21a, the control unit 20 sets the opening degree O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, BR to 1 (100%) (step). S120). Here, it may be possible that only the opening degrees O (FL), O (FR), O (BL), and O (BR) of some windows FL, FR, BL, and BR cannot be acquired. The control unit 20 sets only the openings O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, and BR that could not be acquired to 1 (100%). Alternatively, if even one opening O (FL), O (FR), O (BL), O (BR) cannot be obtained, all of them may be set to 1 (100%).

When the step S130 is completed, the control unit 20 shifts to the step S140. On the other hand, when the opening degrees O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, and BR can be acquired (step S120: Y), the control unit 20 steps. S130 is skipped and the process proceeds to step S140. In step S140, the control unit 20 acquires the vehicle information 30b by the function of the processing timing setting module 21b. Specifically, the control unit 20 uses the vehicle information 30b relating to the windows FL, FR, BL, and BR as the moving distances K (FL), K (FR), and K (BL) of each window FL, FR, BL, and BR. Information about K (BR), moving speed V (FL), V (FR), V (BL), V (BR), and window operation switch 55 (operation unit) is acquired. The information about the window operation switch 55 includes information indicating windows FL, FR, BL, and BR that can be operated at the same time, and information indicating an operation period TS (for example, 1 second) required for the automatic fully closed operation to be accepted. include.

Next, by the function of the processing timing setting module 21b, the control unit 20 acquires the required period T until all the windows are fully closed (step S150). That is, the control unit 20 acquires the required period T based on the utterance period TG, the reaction period TR, the operation period TS (TS1, TS2), the operation transition period TD, and the movement period TM (TM1, TM2). Further, the control unit 20 sets the movement period TM to the opening degrees O (FL), O (FR), O (BL), O (BR) and the movement distance K (FL) of each window FL, FR, BL, BR. Acquired based on K (FR), K (BL), K (BR) and moving speeds V (FL), V (FR), V (BL), V (BR). The control unit 20 does not have to calculate the required period T based on the opening degrees O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, and BR. For example, the required period T may be acquired by referring to a table in which the required period T is specified for each combination of the opening degrees O (FL), O (FR), O (BL), and O (BR).

Next, the control unit 20 acquires the scheduled arrival time TZ to the entrance of the tunnel H by the function of the processing timing setting module 21b (step S160). Specifically, the control unit 20 sets the estimated arrival time TZ at the entrance of the tunnel H by adding the period obtained by dividing the mileage from the current location to the entrance of the tunnel H by the vehicle speed to the current time. get.

Then, the control unit 20 sets the processing timing TX by the function of the processing timing setting module 21b (step S170). That is, the control unit 20 calculates and sets the processing timing TX by subtracting the required period T from the scheduled arrival time TZ to the entrance of the tunnel H. The control unit 20 may set the time obtained by subtracting the period obtained by adding the safety period TY to the required period T from the estimated arrival time TZ as the processing timing TX.

Next, the control unit 20 determines whether or not the processing timing TX has arrived by the function of the closing processing execution module 21c (step S180). If it is not determined that the processing timing TX has arrived (step S180: N), the control unit 20 returns to step S180 and waits until the processing timing TX arrives.

On the other hand, when it is determined that the processing timing TX has arrived (step S180: Y), guidance is given to close the window as the window closing process (step S190). Specifically, the control unit 20 causes the speaker 52 to start outputting a voice message "I will enter the tunnel H soon. Please close the window" at the processing timing TX. When the above processing is completed, the control unit 20 returns to step S100 and waits until it approaches the entrance of the next tunnel H.

(3) Other embodiments:
Further, the vehicle information 30b may be the number of windows that can be opened and closed provided by the vehicle A. Then, by the function of the processing timing setting module 21b, the control unit 20 sets the processing timing TX earlier than the case where the number of windows is the first number when the number of windows is the second number larger than the first number. do. For example, the control unit 20 may derive the required period T by a monotonically increasing function of the number of windows that can be opened and closed provided by the vehicle A. The larger the number of windows that can be opened and closed, the longer the period T required for all windows to be fully closed is likely to be longer. However, if the number of windows is large, set an early processing timing TX. Thereby, the possibility that the vehicle A enters the tunnel H before all the windows are fully closed can be reduced.

Further, by the function of the processing timing setting module 21b, the control unit 20 acquires the number of operations for closing all the windows based on the opening degree of each of the plurality of windows provided in the vehicle A, and obtains the number of operations. The earlier the processing timing may be set as the number of times increases. For example, the control unit 20 may derive the required period T by a monotonically increasing function of the number of operations for closing all windows. Here, if the number of windows in the fully closed state is small, the number of operations for making all the windows fully closed increases. In such a case, an early processing timing TX can be set. On the other hand, if there are many windows that are originally fully closed, the number of operations for closing all windows is small. In such a case, the late processing timing TX can be set.

For example, the number of operations for closing all windows may be acquired as follows. In the control unit 20, at least one of the opening degrees O (FL) and O (FR) of the front windows FL and FR that can be operated at the same time is larger than 0%, and the rear windows BL and BR that can be operated at the same time. When at least one of the opening degrees O (BL) and O (BR) is larger than 0%, the number of operations may be acquired as two times. Further, in the control unit 20, at least one of the opening degrees O (FL) and O (FR) of the front window FL and FR that can be operated at the same time is larger than 0%, and the rear window BL that can be operated at the same time. , When both the opening degrees O (BL) and O (BR) of BR are 0%, the number of operations may be acquired as one. Similarly, in the control unit 20, both the front window FL and the opening degrees O (FL) and O (FR) of the front window FL and FR that can be operated at the same time are 0%, and the rear window BL that can be operated at the same time. , When at least one of the opening degrees O (BL) and O (BR) of BR is larger than 0%, the number of operations may be acquired as one. Further, the control unit 20 determines the number of operations when the opening degrees O (FL), O (FR), O (BL), O (BR) of all windows FL, FR, BL, and BR are 0%. It may be acquired as 0 times.

Of course, the control unit 20 operates the number of windows FL, FR, BL, and BR having an opening degree of O (FL), O (FR), O (BL), O (BR) larger than 0%. May be obtained as. As a result, even if the driver operates the windows FL, FR, BL, and BR individually to make them fully closed, the windows FL, FR, BL, and BR are fully closed before reaching the tunnel H. Can be.

Further, the operation for closing the windows FL, FR, BL, and BR is not limited to the operation performed on the window operation switch 55. For example, the control unit 20 may operate the window actuator 54 so as to close the windows FL, FR, BL, and BR by recognizing a predetermined voice command by voice. When performing voice recognition, the control unit 20 may set the reaction period TR shorter than when the operation is accepted by the window operation switch 55. In this case, it is desirable to prepare a voice command for closing all windows FL, FR, BL, and BR all at once. Further, the control unit 20 may set an operation period TS having a length substantially the same as the length of the voice command.

Further, the control unit 20 may operate the window actuator 54 so as to close the windows FL, FR, BL, and BR in response to an operation on the touch panel display for displaying the navigation screen or the like. In this case, a voice message is uttered to inform that the window should be closed, and a switch for closing all windows FL, FR, BL, and BR at once is automatically displayed on the touch panel display. Is desirable. In this case, the control unit 20 may set the reaction period TR shorter than the case where the operation is accepted by the window operation switch 55. For example, when the control unit 20 collectively closes all the windows FL, FR, BL, and BR in response to a tap operation on the touch panel display, the control unit 20 operates more than when the operation is accepted by the window operation switch 55. The period TS may be set short. If the switch for closing the windows FL, FR, BL, and BR is not automatically displayed but is displayed according to the operation of the menu button or the like on the navigation screen or the like, the control unit 20 is the window operation switch. The operation period TS may be set longer than when the operation is accepted at 55.

Further, the window closing process may be a process of operating the window actuator 54 to close the windows FL, FR, BL, and BR without any operation by the driver. As a result, the window actuator 54 can be operated so that the windows FL, FR, BL, and BR can be fully closed before the vehicle A enters the tunnel H. Further, when setting the processing timing TX, it is not necessary to consider the utterance period TG and the operation period TS. Therefore, the window control ECU 53 may be configured to be able to drive the window actuator 54 not only by the operation of the window operation switch 55 but also by the command from the control unit 20. Then, the control unit 20 may be configured to instruct the window control ECU 53 to make all the windows FL, FR, BL, and BR fully closed at the processing timing TX.

FIG. 5A is a diagram illustrating a required period T when the window closing process is a process of operating the window actuator 54 to close the windows FL, FR, BL, and BR without any operation by the driver. As shown in the figure, the required period T does not include the utterance period TG and the operation period TS, and the movement period TM of all windows FL, FR, BL, and BR starts at the same time. This is because it is not necessary for the driver to operate the front windows FL, FR and the rear windows BL, BR in order, and all the windows FL, FR, BL, and BR can be driven at the same time.

In the configuration in which the window actuator 54 can be driven based on the command from the control unit 20, the control unit 20 sets the processing timing TX when the vehicle A reaches the exit of the tunnel H by the function of the closing processing execution module 21c. The window opening process, which is a process for opening the windows FL, FR, BL, and BR up to the opening degree O (FL), O (FR), O (BL), O (BR), may be performed. Specifically, the control unit 20 should record the opening degrees O (FL), O (FR), O (BL), O (BR) acquired when deriving the required period T on the recording medium 30 or the like. Just do it. Then, when the current location of the vehicle A reaches the position of the exit of the tunnel H, the control unit 20 determines the recorded opening degrees O (FL), O (FR), O (BL), O (BR). It suffices to instruct the window control ECU 53 to drive the window actuator 54 until it becomes. As a result, even if the driver does not remember the opening degree of the window in front of the tunnel H, when the vehicle A reaches the exit of the tunnel H, the opening degree O (FL) of the windows FL, FR, BL, BR, O (FR), O (BL), O (BR) can be restored.

Further, the vehicle A may be provided with a collective operation unit for collectively closing all the windows FL, FR, BL, and BR. FIG. 5B is a diagram illustrating a required period T when the window closing process is a process of guiding the driver and the vehicle A is provided with a collective operation unit. As shown in the figure, as the period for performing the operation, only one operation period TS1 is included in the required period T.

Further, the vehicle A may not be able to perform the automatic full closing operation. In this case, the transparent plates of the windows FL, FR, BL, and BR move only during the period in which the operating bodies SFL, SFR, SBL, and SBR are operated. FIG. 5C is a diagram illustrating a required period T when the window closing process is a process of guiding the driver and the automatic full closing operation is impossible. It is assumed that the openings O (FL), O (FR), O (BL), O (BR) of the windows FL, FR, BL, and BR are the same as those in FIG. 3A. As shown in FIG. 5C, among the windows FL and FR that can be operated simultaneously in the first operation, the moving period TM1 of the window FL having a large opening O (FL) coincides with the first operation period TS1. Similarly, among the windows BL and BR that can be operated simultaneously in the second operation, the moving period TM2 of the window BR having a large opening O (BR) coincides with the first operation period TS2. Therefore, it is not necessary to add the operation periods TS1 and TS2 separately from the movement periods TM1 and TM2 to derive the required period T. Further, the operation transition period TD is inserted between the first operation period TS1 and the second operation period TS2, and the required period T is derived.

The control unit 20 does not necessarily have to derive the required period T based on the vehicle information 30b, and sets the coefficients independent of the vehicle A as the opening degrees O (FL), O of the windows FL, FR, BL, and BR. The required period T may be derived by multiplying (FR), O (BL), O (BR), or the like.

The vehicle may be a vehicle equipped with a cabin on which an occupant rides, and may be a vehicle provided with one or more windows that can be opened and closed in the cabin. The window may have a structure that can be opened and closed, and may include not only a window provided on the side of the occupant but also a sunroof and the like. The tunnel may be limited to a tunnel where ventilation is difficult, or may be a tunnel having a length of a certain distance or more. The processing timing is the timing before reaching the entrance of the tunnel, may be the timing only a certain period before the timing of reaching the entrance of the tunnel, or the timing of reaching the point before the entrance of the tunnel. It may be. The processing timing is the timing at which the window closing processing is started.

The opening degree of the window may be the size of the gap formed by the window, or may be the ratio of the window being open between the fully closed state and the fully open state. The opening degree acquisition unit may acquire the window opening degree from the window control unit that controls the operation of the window of the vehicle, or may open the window from a sensor that detects the position of the window by, for example, an optical method or an electromagnetic method. You may get the degree. When the opening degree of the window is the second opening degree, the processing timing setting unit sets the processing timing at a timing earlier than when the opening degree of the window is the first opening degree. The processing timing setting unit performs processing timing at a timing before the vehicle reaches the entrance of the tunnel in both the case where the opening degree is the first opening degree and the case where the opening degree is the second opening degree.

Here, the processing timing setting unit may set the processing timing based on the largest opening among the openings of a plurality of windows that can be operated at the same time. As a result, the processing timing can be set based on the opening degree of the window that takes the longest time to reach the fully closed state among the plurality of windows that can be operated at the same time. A plurality of windows that can be operated at the same time are, for example, windows in which operation switches that can be operated at the same time are arranged. Specifically, the two operation switches on the side windows of the driver's seat and the passenger seat are arranged side by side in a horizontal row, and are often arranged so that they can be operated simultaneously with two fingers. In this case, the processing timing is set based on the larger opening of the windows on the sides of the driver's seat and the passenger seat. Similarly, in many cases, the two operation switches on the left and right side windows of the rear seat can be operated at the same time. Further, in a vehicle provided with an operation switch capable of operating all windows at the same time, the processing timing may be set based on the largest opening degree among all windows.

Further, the processing timing setting unit acquires the number of operations for closing all the windows based on the opening degree of each of the plurality of windows provided in the vehicle, and the larger the number, the earlier the processing timing. Set. Here, if the number of windows in the fully closed state is small, the number of operations for making all the windows fully closed increases. In such a case, an early processing timing can be set.
On the other hand, if there are many windows that are originally fully closed, the number of operations for closing all windows is small. In such a case, a late processing timing can be set. The processing timing setting unit may consider a plurality of windows that can be operated at the same time when acquiring the number of operations, and the plurality of windows that can be operated at the same time can be operated by one operation. May be regarded as.

Further, when the opening degree of the window is unknown, the processing timing setting unit may consider that the window is fully open and set the processing timing. As a result, even if the window is fully open, the possibility that the vehicle enters the tunnel before the window is fully closed can be reduced.

When the vehicle reaches the exit of the tunnel, the window closing processing executing unit may perform window opening processing, which is a processing for opening the window to the opening degree when the processing timing is set. As a result, even if the driver does not remember the opening of the window in front of the tunnel, the opening of the window can be restored when the vehicle reaches the exit of the tunnel.

The window closing process may be a process of instructing the driver to close the window. This can guide the driver to close the window so that the window can be fully closed before the vehicle enters the tunnel.

Further, the window closing process may be a process of operating the actuator to close the window without any operation by the driver. This allows the actuator to operate so that the window can be fully closed before the vehicle enters the tunnel. Further, when setting the processing timing, it is not necessary to consider the operation period.

Further, a method of performing a process for closing a window in front of the entrance of a tunnel as in the present invention is also applicable as a program or a method. In addition, the above systems, programs, and methods may be realized as a single device or may be realized by using parts shared with each part provided in the vehicle, including various aspects. It is a program. For example, it is possible to provide a vehicle window control system, a map vehicle window control system, a method, and a program equipped with the above devices. In addition, some of them are software and some of them are hardware, so they can be changed as appropriate. Further, the invention is also established as a recording medium for a program for controlling an apparatus. Of course, the recording medium of the software may be a magnetic recording medium or an optical magnetic recording medium, and any recording medium developed in the future can be considered in exactly the same way.

10 ... Vehicle window control system, 20 ... Control unit, 21 ... Vehicle window control program, 21a ... Opening acquisition module, 21b ... Processing timing setting module, 21c ... Closing processing execution module, 30 ... Recording medium, 30a ... Map information, 30b ... Vehicle information, 51 ... Positioning unit, 52 ... Speaker, 53 ... Window control ECU, 54 ... Window actuator, 55 ... Window operation switch, A ... Vehicle, FL, FR, BL, BR ... Window, H ... Tunnel, K ... Moving distance, O ... Opening, SFL, SFR, SBL, SBR ... Operating body, T ... Required period, TD ... Operation transition period, TG ... Speaking period, TM ... Moving period, TR ... Reaction period, TS ... Operation period , TX ... Processing timing, TY ... Safety period, TZ ... Scheduled arrival time, V ... Movement speed

Claims (8)

An opening acquisition unit that acquires the opening of the vehicle window, and
When the opening is a second opening larger than the first opening, the opening is within the period before the vehicle reaches the entrance of the tunnel than when the opening is the first opening. The processing timing setting unit that sets the processing timing at an early timing,
At the processing timing, the window closing processing executing unit that performs the window closing processing, which is the processing for closing the window of the vehicle, and the window closing processing unit.
Vehicle window control system with. The processing timing setting unit sets the processing timing based on the largest opening among the openings of a plurality of windows that can be operated at the same time.
The vehicle window control system according to claim 1. The processing timing setting unit acquires the number of operations for closing all the windows based on the opening degree of each of the plurality of windows included in the vehicle, and the larger the number, the faster the processing. Set the timing,
The vehicle window control system according to claim 1 or 2. When the opening degree of the window is unknown, the processing timing setting unit considers that the window is fully open and sets the processing timing.
The vehicle window control system according to any one of claims 1 to 3. When the vehicle reaches the exit of the tunnel, the window closing processing unit performs a window opening processing, which is a processing for opening the window to the opening degree when the processing timing is set.
The vehicle window control system according to any one of claims 1 to 4. The window closing process is a process of instructing the driver to close the window.
The vehicle window control system according to any one of claims 1 to 5. The window closing process is a process of operating an actuator to close a window without any operation by the driver.
The vehicle window control system according to any one of claims 1 to 5. Computer,
Opening acquisition unit that acquires the opening of the vehicle window,
When the opening is a second opening larger than the first opening, the opening is within the period before the vehicle reaches the entrance of the tunnel than when the opening is the first opening. Processing timing setting unit that sets the processing timing at an early timing,
A window closing process executing unit that performs a window closing process, which is a process for closing the window of the vehicle at the processing timing.
A vehicle window control program that functions as.

Images