KR20210154073A - Heatable side window of a vehicle - Google Patents

Abstract

The present invention relates to a heatable side window of a vehicle, comprising: a substrate including an upper edge, a lower edge, a front edge, and a rear edge; a heating member placed adjacent to the substrate; an upper busbar placed on the heating member and electrically connected to the heating member; and a lower busbar placed on the heating member and electrically connected to the heating member. The heatable side window of the vehicle has at least an area hidden by a frame including an upper frame, a lower frame, and a front frame and a rear frame, which are side frames. The upper busbar is formed in a three-dimensional curved surface structure having a side surface curvature and a cross-section curvature in a shape corresponding to the upper edge. The upper busbar includes a first area and a second area. The first area is adjacent to the rear edge, and has a first side surface curvature. The second area is apart from the rear edge, and includes a certain area having a second side surface curvature which is greater than the first side surface curvature. The present invention aims to provide a heatable side window of a vehicle, which is capable of securing durability against thermal stress.

Description

HEATABLE SIDE WINDOW OF A VEHICLE

The present application relates to an automobile window, and more particularly, to an automobile window capable of diacing and defogging by generating heat when a voltage is applied to a bus bar located in the automobile window.

When fogging, ice, or frost occurs on the window while driving due to the difference between the external temperature and the internal temperature of the vehicle, conventionally, de-icing and defogging are performed by blowing air to the window of the vehicle to change the temperature of the window.

However, when air is applied to the car window, the gas is circulated to the inside by the user's manipulation. At this time, the temperature inside the vehicle is also changed, and there is a problem in that the temperature inside the vehicle is unintentionally changed. In addition, there is a disadvantage in that it takes a long time to perform diacing and defogging in the form of indirect heating using gas.

In order to solve this problem, various attempts have been made in the transportation (transport) industry centered on automobiles to remove fogging, ice, or frost caused by the temperature difference inside and outside the vehicle, and recently, conductive wires such as tungsten wire A method of heating a window using However, even in this case, heating is concentrated only in the region adjacent to the conductive wire, and there is a problem in that the glass of the vehicle is damaged.

One object of the present invention is to provide a vehicle heating window for dicing and defogging by applying a voltage to the vehicle window.

An embodiment of the present invention is a vehicle side heating window, comprising: a substrate including an upper edge, a lower edge, a front edge and a rear edge; a heating member positioned adjacent to the substrate; an upper bus bar positioned on the heat generating member and electrically connected to the heat generating member and a lower bus bar positioned on the heat generating member and electrically connected to the heat generating member, an upper frame, a lower frame, and a side frame At least a portion of the area is covered by a frame including a front frame and a rear frame, the upper bus bar is formed in a three-dimensional curved structure having a lateral curvature and a cross-sectional curvature in a shape corresponding to the upper edge, and the upper bus bar The bar includes a first region and a second region, wherein the first region is a region adjacent to the rear edge, has a first lateral curvature, the second region is spaced apart from the rear edge, and the first lateral curvature It is possible to provide a vehicle side heating window including a partial region having a larger second side curvature.

An embodiment of the present invention is a vehicle side heating window, comprising: a substrate including an upper edge, a front edge and a rear edge; a heating member positioned adjacent to the substrate; It is located on the heating member, is electrically connected to the heating member, has one end and the other end, and is located on the heating member and an upper bus bar extending to correspond to the upper edge, and electrically connected to the heating member and a lower bus bar having one end and the other end, wherein the vehicle side heating window is at least partially covered by a frame including a front frame, a rear frame, an upper frame and a lower frame, and the vehicle side heating window is moved A first imaginary line positioned between one end of the upper bus bar and one end of the lower bus bar among a plurality of imaginary lines parallel to the moving direction of the vehicle side heating window is present, and the front edge and the The distance between the first virtual line is longer than the distance between the front edge and one end of the upper bus bar, and the distance between the front edge and the first virtual line is shorter than the distance between the front edge and the one end of the lower bus bar. A vehicle side heating window may be provided.

The vehicle side heating window according to an embodiment of the present invention can ensure durability against thermal stress by generating heat at a uniform temperature as a whole.

The vehicle side heating window according to an embodiment of the present invention may preferentially heat an area adjacent to the side mirror, thereby making it easier to secure a user's view while driving a vehicle.

The vehicle side heating window according to an embodiment of the present invention may selectively apply a voltage to a region desired by a user.

1 is an overall view showing the overall structure and frame of the vehicle, the vehicle heating window, and the control device according to the first embodiment.
2 is a view showing a three-dimensional curved structure and cross-sectional curvature of an automobile.
3 is a view showing a three-dimensional curved structure and side curvature of an automobile.
4 is a cross-sectional view illustrating a cross-sectional structure of the vehicle heating window according to the first embodiment.
5 is a view illustrating a side heating window of a vehicle according to the first embodiment.
6 is a view illustrating a side curvature of a bus bar of a side heating window of a vehicle according to the first embodiment.
7 is a graph showing the temperatures of the front region and the rear region when the side heating window of the vehicle according to the first embodiment generates heat.
8 is a graph showing the temperature rise values of the front region and the rear region of the side heating window of the vehicle according to the first embodiment.
9 is a graph illustrating a temperature difference between a front region and a rear region of the side heating window of the vehicle according to the first embodiment based on the temperature rise value of FIG. 8 .
10 is a diagram illustrating a virtual line positioned on a side heating window of a vehicle according to the first embodiment.
11 is a view illustrating the movement of the side heating window of the vehicle according to the first embodiment in a first direction or a second direction.
12 is a view illustrating a state in which the side heating window of the vehicle according to the first embodiment is positioned at a second position.
13 is a view showing the side heating window of the vehicle according to the second embodiment.
14 is a view illustrating a side curvature of a bus bar of the vehicle side heating window according to the second embodiment.
15 is a graph showing the temperatures of the front region and the rear region when the side heating window of the vehicle according to the second embodiment generates heat.
16 is a graph showing the temperature rise values of the front region and the rear region of the side heating window of the vehicle according to the second embodiment.
17 is a graph illustrating a temperature difference between a front region and a rear region of the side heating window of the vehicle according to the second embodiment based on the temperature rise value of FIG. 16 .
18 is a graph illustrating a temperature rise value of a front region when the side heating window of the vehicle according to the first embodiment and the second embodiment generates heat.
19 is a graph illustrating a temperature rise value of a rear region of a side heating window of a vehicle according to the first embodiment and the second embodiment.
20 is a graph showing the temperature difference between the front region and the rear region of the side heating window of the vehicle according to the first embodiment and the second embodiment.
21 is a view showing the side heating window of the vehicle according to the third embodiment.
22 is a waveform diagram illustrating a voltage application sequence to a first lower bus bar and a second lower bus bar according to the third embodiment.
23 is a view showing the side heating window of the vehicle according to the fourth embodiment.
24 is a view showing a side heating window of a vehicle according to the fifth embodiment.
25 is a waveform diagram illustrating a voltage application sequence to a first lower bus bar and a second lower bus bar according to the fifth embodiment.
26 is a cross-sectional view illustrating a cross-sectional structure of a side heating window of a vehicle according to the sixth embodiment.
27 is a view showing a side heating window of a vehicle according to the seventh embodiment.
28 to 29 are views illustrating a side heating window of a vehicle according to an eighth embodiment.
30 is a view showing the side heating window of the vehicle according to the ninth embodiment.
31 is a view of a vehicle heating window system.
32 is a flowchart illustrating a sequence in which dicing or defogging is performed in the control device according to the tenth embodiment.
33 is a waveform diagram illustrating time and voltage when the control device according to the tenth embodiment performs dicing and defogging.
34 is a waveform diagram showing defogging driving of the control device according to the tenth embodiment.
35 is a waveform diagram showing dicing and defogging driving of the control device according to the tenth embodiment.
36 is a waveform diagram illustrating dicing and defogging driving of the control device according to the tenth embodiment.
37 is a waveform diagram showing the dicing and defogging driving of the control device according to the eleventh embodiment.
38 to 39 are flowcharts and waveform diagrams illustrating that the control device according to the twelfth embodiment performs dicing and defogging again and then dicing.
40 is a waveform diagram showing the dicing and defogging driving of the control device according to the twelfth embodiment.
41 is a waveform diagram showing dicing and defogging driving in the control device according to the thirteenth embodiment.
42 is a waveform diagram showing the dicing and defogging driving of the control device according to the fourteenth embodiment.
43 is a view of a vehicle heating window system.
44 is a waveform diagram illustrating a sequence in which a control device applies a voltage to a vehicle heating window.

The embodiments described herein are for clearly explaining the spirit of the present invention to those of ordinary skill in the art to which the present invention pertains, so the present invention is not limited by the embodiments described herein, and the present invention It should be construed as including modifications or variations that do not depart from the spirit of the present invention.

The terms used in this specification have been selected as widely used general terms as possible in consideration of the functions in the present invention, but they may vary depending on the intention, custom, or emergence of new technologies of those of ordinary skill in the art to which the present invention belongs. can However, if a specific term is defined and used in an arbitrary sense, the meaning of the term will be separately described. Therefore, the terms used in this specification should be interpreted based on the actual meaning of the terms and the contents of the entire specification, rather than the names of simple terms.

The drawings attached to the present specification are for easily explaining the present invention, and since the shapes shown in the drawings may be exaggerated as necessary to help the understanding of the present invention, the present invention is not limited by the drawings.

In addition, components having the same function within the scope of the same idea shown in the drawings of each embodiment will be described using the same reference numerals. “and/or” includes any combination of one or more that the associated components may define.

A term such as “comprises” is intended to designate that a feature, number, step, action, component, part, or combination thereof described in the specification exists, and includes one or more other features or number, step, action, configuration It should be understood that the possibility of the presence or addition of elements, parts or combinations thereof is not precluded in advance.

In the present specification, when it is determined that a detailed description of a known configuration or function related to the present invention may obscure the gist of the present invention, a detailed description thereof will be omitted if necessary. According to an embodiment of the present invention, in the vehicle side heating window, the substrate comprising an upper edge, a lower edge, a front edge and a rear edge; a heating member positioned adjacent to the substrate; an upper bus bar positioned on the heat generating member and electrically connected to the heat generating member and a lower bus bar positioned on the heat generating member and electrically connected to the heat generating member, wherein the vehicle side heat generating window includes an upper frame , a lower frame and a frame including a front frame and a rear frame, which are side frames, at least partially covered by a frame, and the upper bus bar has a shape corresponding to the upper edge and has a lateral curvature and a cross-sectional curvature. formed, wherein the upper bus bar includes a first area and a second area, the first area is an area adjacent to the rear edge, has a first lateral curvature, and the second area is spaced apart from the rear edge; , A vehicle side heating window including a partial region having a second lateral curvature greater than the first lateral curvature may be provided.

In addition, the lower bus bar is formed in a three-dimensional curved structure having a side curvature and the cross-sectional curvature, and the lower bus bar includes a third area and a fourth area, and the third area is an area adjacent to the rear edge. , has a third side curvature, the fourth region is spaced apart from the rear edge, and a vehicle side heating window including a partial region having a fourth side curvature greater than the third side curvature may be provided.

In addition, the first region has a first imaginary cause circle corresponding to the first lateral curvature, the second region has a imaginary cause second circle corresponding to the second lateral curvature, and the radius of the first circle A vehicle side heating window larger than the radius of the second circle may be provided.

In addition, the third region has a third circle of imaginary cause corresponding to the third lateral curvature, the fourth region has a fourth imaginary circle corresponding to the fourth lateral curvature, and the radius of the third circle A vehicle side heating window larger than the radius of the fourth circle may be provided.

In addition, the first area may have a first cross-sectional curvature, and the first cross-sectional curvature may be provided with a vehicle side heating window that is smaller than the first side curvature.

In addition, the upper bus bar includes a straight region, the linear region is parallel to the lower frame, and the linear region is covered by the side frame when the vehicle side heating window moves in the first direction or the second direction , wherein the first direction is the lower frame direction, the second direction is the upper frame direction, and the linear region is the first region.

In addition, a wiring for applying a voltage to the first region of the upper bus bar is included, wherein the wiring is covered by the side frame while the vehicle side heating window moves in the first direction or the second direction A vehicle side heating window may be provided.

Also, the upper bus bar and the lower bus bar have regions corresponding to the side curvatures, the first region and the third region correspond to each other, and the second region and the fourth region correspond to each other. A vehicle side heating window that is an area to be used may be provided.

In addition, the upper bus bar and the lower bus bar have regions in which the side curvatures partially correspond, the first region and the third region correspond to each other, and the side curvature of the second region is the side surface curvature of the fourth region. A vehicle side heating window greater than the curvature may be provided.

In addition, the lower bus bar may include a first lower bus bar and a second lower bus bar, and the first lower bus bar and the second lower bus bar may be provided with a vehicle side heating window positioned to be spaced apart from each other.

In addition, the first lower bus bar may be provided with a vehicle side heating window positioned between the upper bus bar and the second lower bus bar.

In addition, the first lower bus bar receives a first voltage from the control device, the second lower bus bar receives a second voltage from the control device, and the first voltage and the second voltage are alternated An applied vehicle side heating window may be provided.

In addition, the first voltage and the second voltage may be provided in the vehicle side heating window having the same magnitude.

In addition, the second lower bus bar includes the third area and the fourth area, and the first lower bus bar is a vehicle side heating window formed in an area corresponding to the fourth area of the second lower bus bar. may be provided.

In addition, the third area of the lower bus bar and the fourth area of the lower bus bar may be provided with a vehicle side heating window positioned to be spaced apart from each other.

In addition, the lower bus bar of the third area may be defined as a first lower bus bar, and the lower bus bar of the fourth area may be provided with a vehicle side heating window defined as a fourth area.

In addition, the first lower bus bar receives a first voltage from the control device, the second lower bus bar receives a second voltage from the control device, and the second voltage is applied to the first voltage. After a preset time elapses, the vehicle side heating window that is applied may be provided.

In addition, the first lower bus bar receives a first voltage from the control device, the second lower bus bar receives a second voltage from the control device, and the second voltage is applied to the first voltage. After a preset time has elapsed, it is applied, and when the preset time elapses, the vehicle side heating window in which the first voltage and the second voltage are simultaneously applied may be provided.

In addition, the upper bus bar may be provided with a vehicle side heating window having a greater transmittance toward the lower edge from the upper edge direction.

In addition, the upper bus bar includes a plurality of first metal wires and a plurality of second metal wires, the plurality of first metal wires are parallel to each other, are formed to extend from the front edge to the rear edge, and the plurality of first metal wires are parallel to each other. The two metal wires are parallel to each other and are formed to extend from the upper edge to the lower edge, and each of the first metal wires crosses each of the second metal wires and is electrically connected to each other. A vehicle side heating window may be provided. .

In addition, the metal wire adjacent to the upper edge of the plurality of first metal wires may be provided with a vehicle side heating window having a larger line width than the metal wire adjacent to the lower edge.

In addition, a space between the upper edge and the adjacent second metal line is smaller than the distance between the lower edge and the second metal line adjacent to the vehicle side heating window may be provided.

In addition, at least one of one end or the other end of the upper bus bar may have a curved shape, and at least one of the one end or the other end of the lower bus bar may have a curved shape, and a vehicle side heating window may be provided.

According to an embodiment of the present invention, in the vehicle side heating window, a substrate including an upper edge, a front edge and a rear edge; a heating member positioned adjacent to the substrate; an upper bus bar positioned on the heating member, electrically connected to the heating member, having one end and the other end, and extending to correspond to the upper edge; and a lower bus bar positioned on the heat generating member, electrically connected to the heat generating member, and having one end and the other end, wherein the vehicle side heat generating window is disposed on a frame including a front frame, a rear frame, an upper frame and a lower frame. at least a portion of the area is covered by the lateral heating window, the vehicle side heating window is movable, and between one end of the upper bus bar and one end of the lower bus bar among a plurality of virtual lines parallel to the moving direction of the vehicle side heating window There is a first virtual line positioned, the distance between the front edge and the first virtual line is longer than the distance between the front edge and one end of the upper bus bar, and the distance between the front edge and the first virtual line is A vehicle side heating window shorter than a distance between the front edge and one end of the lower bus bar may be provided.

In addition, a second virtual line located between the other end of the upper bus bar and the other end of the lower bus bar among a plurality of virtual lines parallel to the moving direction of the side heating window of the vehicle exists, and the other end of the upper bus bar is located adjacent to the reverse direction of the vehicle based on the second virtual line, and the other end of the lower bus bar may be provided with a vehicle side heating window located adjacent to the forward direction of the vehicle based on the second virtual line. have.

According to an embodiment of the present invention, there is provided a control device for controlling the temperature of a vehicle heating window including a bus bar, wherein the control device receives an electrical signal from an input unit and applies a voltage to the vehicle heating window based on the received electrical signal, and controls the The device sequentially activates the dicing mode and the defogging mode when receiving the start signal, and the control device activates the dicing mode after receiving the start signal to drive the dicing when receiving the electrical signal from the input unit When the dicing driving is finished, the defogging mode is activated after terminating the dicing mode, and in the defogging mode, the control device receives the electrical signal from the input unit to perform a defogging driving, , the control device outputs a pulse having a first power when performing the dicing driving, and outputs a pulse having a second power when performing the defogging driving, wherein the first power is the second power Larger controls may be provided.

In addition, the control device applies a first voltage to the bus bar in the dicing mode, the control device applies a second voltage to the bus bar in the defogging mode, wherein the first voltage is higher than the second voltage Large controls may be provided.

In addition, the control device applies the first voltage to the bus bar for a predefined time in the dicing mode, and the control device applies the first voltage to the bus bar in the defogging mode for the predefined time equal to the dicing mode. A control device for applying the second voltage during operation may be provided.

In addition, the control device applies the voltage to the bus bar for a first time in the dicing mode, the control device applies the voltage to the bus bar for a second time in the defogging mode, for the first time may be provided with a control device longer than the second time.

In addition, the control device applies a predefined voltage to the bus bar for the first time in the dicing mode, and the control device applies the preset voltage to the bus bar in the defogging mode in the dicing mode. A control device for applying a defined voltage for the second time period may be provided.

In addition, when the defogging mode is activated, the control device may be provided with a control device that maintains the activated state of the defogging mode until the ignition of the vehicle is turned off.

In addition, the control device outputs a pulse for a first predetermined time to perform defogging driving, and when receiving the electrical signal while performing the defogging driving, the control device is more than the first predefined time A control device for performing the defogging operation for a long time may be provided.

In addition, when the control device performs defogging driving for a second predetermined time, a control device for stopping voltage application during the overheat prevention period may be provided.

In addition, the overheat protection section may be provided with a control device shorter than the first predefined time.

In addition, the control device may be provided with a control device that outputs a pulse for the defogging driving after the overheating prevention period has passed.

In addition, the control device may be provided with a control device for performing the defogging drive when the electrical signal is received after the overheating prevention period has elapsed.

In addition, the input unit may be a user interface through which a user can receive an input, and the control device may be provided with a control device for driving the dicing when a dicing signal is input through the user interface in the defogging mode. .

In addition, the input unit is a user interface through which a user can receive an input, and when a defogging signal is input through the user interface in the dicing mode, the control device ends the dicing mode and then the defogging mode A control device for activating the defogging operation may be provided.

In addition, when the electrical signal is not transmitted from the input unit for a preset time in the dicing mode, the control device may be provided with a control device that is controlled to activate the defogging mode after terminating the dicing mode. have.

In addition, the input unit is a user interface through which a user can receive an input, and when the control device receives an end signal through the user interface in the dicing mode, the control device outputs a voltage for a shorter time than a predefined time may be provided.

According to an embodiment of the present invention, there is provided a vehicle heating window, comprising: a heating member positioned in an area adjacent to the vehicle heating window; A control device for controlling the temperature of the vehicle heating window by applying a voltage to the bus bar located on the heating member and receiving an electrical signal from two or more bus bars electrically connected to the heating member and an input unit based on the received electrical signals Including, wherein the control device sequentially activates a dicing mode and a defogging mode when receiving a starting signal, and the control device activates the dicing mode after receiving the starting signal to receive the electrical signal from the input unit Upon receiving an input, control to perform dicing driving for each of the vehicle heating windows, and controlling to activate a defogging mode after terminating the dicing mode when the dicing driving is terminated, the control device drives the dicing A pulse having a first power is output when performing , and a pulse having a second power is output when the defogging driving is performed, wherein the first power is greater than the second power. have.

In addition, the vehicle heating window includes a vehicle front heating window, a vehicle side heating window and a vehicle rear heating window, and the control device receives the electrical signal in the dicing mode or the defogging mode within a predefined time. Vehicle heating for controlling to heat the front area of the vehicle front heating window and the vehicle side heating window, and controlling to heat the rear area of the vehicle side heating window and the vehicle rear heating window after the predefined time A window may be provided.

According to an embodiment of the present invention, there is provided a side heating window for a vehicle, comprising: a substrate formed of a transparent material to provide a side view to a driver and including a front region and a rear region; a heating member positioned in an area adjacent to the substrate; an upper bus bar positioned on the heat generating member and electrically connected to the heat generating member and a lower bus bar positioned on the heat generating member and electrically connected to the heat generating member; The temperature difference between the front region and the rear region in the first section after the time when the bus bar and the lower bus bar are heated by the voltage applied to the bus bar and the lower bus bar and the voltage is applied to the upper bus bar and the lower bus bar, A vehicle side heating window that is greater than the temperature difference between the front region and the rear region in the second section after the first section, and the first section and the second section is divided based on an intermediate time point, may be provided.

In addition, the temperature difference between the front region and the rear region in the first section is greater than the reference temperature difference, and the temperature difference between the front region and the rear region in the second section is smaller than the reference temperature difference, The reference temperature difference may be provided with a vehicle side heating window that is a temperature difference between the front region and the rear region at the intermediate time point.

In addition, an average temperature difference between the front region and the rear region in the first section is greater than the average temperature difference between the front region and the rear region in the second section, and the intermediate time point is the first A vehicle side heating window may be provided, which is a time point at which the average temperature difference between the section and the second section is different.

In addition, the second section may be provided with a vehicle side heating window including a section in which the temperature difference between the front region and the rear region is constantly maintained.

In addition, the second section includes a partial section in which the temperature of the front region is maintained the same, and the second section includes a partial section in which the temperature of the rear region is maintained the same. can

In addition, the temperature difference between the front region and the rear region at a first time point after a voltage is applied to the upper bus bar and the lower bus bar is equal to the temperature difference between the front area at a second time point after the first time point and The vehicle side heating window may be provided that is greater than the temperature difference in the rear region, the first time point is any one time point of the first section, and the second time point is any one point point of the second section.

In addition, the first time point is a time point when the temperature of the front area is higher than the temperature of the rear area, and the second time point is a vehicle side heating window at which the temperature of the front area is higher than or equal to the temperature of the rear area. can be provided.

In addition, the first time point is a time point at which the temperature difference between the front area and the rear area is the largest, and the second time point is a time point at which the temperature difference between the front area and the rear area is the smallest. can

Also, the temperature of the front region and the rear region at the second time point may be the same as the vehicle side heating window.

In addition, the temperature increase rates of the front region and the rear region in the first section are greater than the temperature rise rates of the front region and the rear region in the second section, and the intermediate time point is the front region and the rear region. A vehicle side heating window may be provided, which is a time point at which the temperature increase rate of .

In addition, the temperature increase rate of the front region in the first section corresponds to the temperature increase rate of the rear region in the first section, and the temperature increase rate of the front region in the second section is the second A vehicle side heating window corresponding to the temperature increase rate of the rear region in the section may be provided.

In addition, the temperature increase rate of the front region in the first section is greater than the temperature increase rate of the rear region in the first section, and the temperature increase rate of the front region in the second section is in the second section A vehicle side heating window corresponding to the rate of temperature increase in the rear region may be provided.

In addition, the first section includes a stop section, the stop section is a partial section in which the temperature of the front region is maintained the same, and the stop section is a partial section in which the temperature of the rear region is maintained the same. A heating window may be provided.

In addition, the stop section may be provided with a vehicle side heating window that is a predetermined time from the point in time when a voltage is applied to the bus bar.

In addition, a temperature increase rate of a section adjacent to the stop section of the first section may be provided with a vehicle side heating window that is greater than the temperature rise rate of a section adjacent to the second section of the first section.

In addition, the temperature increase rate of the section adjacent to the first section of the second section may be provided with a vehicle side heating window greater than the temperature rise rate of the section spaced apart from the first section of the second section.

1 is an overall view showing the overall structure of a vehicle 1000, a frame 1100, a vehicle heating window 2000, and a control device 3000 according to the first embodiment.

Referring to FIG. 1 , a general traveling direction of the vehicle 1000 according to the first embodiment may be defined as a forward direction Da, and a reverse direction of the vehicle 1000 may be defined as a rearward direction Db. have. The forward direction Da and the rear direction Db may be opposite directions.

The vehicle 1000 may include the frame 1100 , the vehicle heating window 2000 , and the control device 3000 .

The frame 1100 is a skeleton constituting the overall structure of the vehicle 1000 and may be made of a hard material such as metal that can provide external shock mitigation, windproof and waterproof functions, and the like. The frame 1100 may be equipped with parts necessary for performing the function of the vehicle 1000 , such as the vehicle heating window 2000 and vehicle wheels.

The vehicle heating window 2000 forms a part of the exterior of the vehicle 1000 and is mounted on the frame 1100 . In this case, a portion of the vehicle heating window 2000 may be covered by the frame 1100 . The vehicle heating window 2000 may secure a user's visibility to the external environment, and may provide an intrusion prevention function, a windproof function, and a waterproof function from the outside of the vehicle 1000 .

The vehicle heating window 2000 may receive a voltage from the control device 3000 and generate heat to prevent or remove fog, frost, or ice generated in the vehicle 1000 . The fogging, frost or ice may already be generated at the time of start-up, or may be generated while driving. Removing the fogging is defined as defogging, and removing the frost or ice is defined as de-icing.

The vehicle heating window 2000 may include a vehicle front heating window 2001 , a vehicle rear heating window 2003 , and a vehicle side heating window 2005 .

The front heating window 2001 of the vehicle may be located in a direction of a main viewing angle of a driver driving the vehicle 1000 .

The vehicle rear heating window 2003 may be located in a direction opposite to a main viewing angle of a driver driving the vehicle 1000 .

The vehicle side heating window 2005 is positioned between the vehicle front heating window 2001 and the vehicle rear heating window 2003 . Four of the vehicle side heating windows 2005 may be mounted on both sides of the vehicle 1000 . The vehicle side heating window 2005 may be mounted on the front left surface of both sides of the vehicle 1000 , the front right surface, the rear left surface, and the rear right surface of the vehicle 1000 . The front side refers to an area close to the front direction Da in the side surface of the vehicle 1000 , and the rear side refers to an area close to the rear direction Db. In this embodiment, the vehicle side heating window 2005 mounted on the front left surface and the front right surface will be mainly described, but the vehicle side heating window 2005 mounted on the rear left surface and the rear right surface is also described. The features described below may be applied.

In addition, only two of the vehicle side heating windows 2005 may be mounted on both sides of the vehicle 1000 . In this case, the vehicle side heating window 2005 is mounted only on the front left surface and the front right surface of both sides of the vehicle 1000, and the vehicle side heating window ( 2005), but a normal window may be installed.

The vehicle heating window 2000 may be mounted on the frame 1100 in which a part of the vehicle 1000 is opened to the outside. The shape of the portion where the vehicle heating window 2000 is visually recognized may correspond to the shape of the frame 1100 .

The control device 3000 may supply a voltage to the vehicle heating window 2000 . The control device 3000 may receive a voltage from an external component and supply a voltage to the vehicle heating window 2000 based on the received voltage. For example, the control device 3000 may receive a voltage from a battery of the vehicle, and may supply a voltage to the vehicle heating window 2000 based on the voltage applied thereto.

The vehicle heating window 2000 generates heat due to the supplied voltage, and the generated heat may remove fogging, frost, or ice generated on the vehicle glass.

The vehicle 1000 according to the first embodiment may have a three-dimensional curved structure. The frame 1100 may have a three-dimensional curved structure, and the vehicle heating window 2000 may also have a three-dimensional curved structure.

The three-dimensional curved structure of the automobile 1000 may be defined as a cross-sectional curvature SC according to FIG. 2 and a side curvature PC according to FIG. 3 .

The cross-sectional curvature SC of the automobile 1000 is defined as the curvature of the exterior of the automobile 1000 when the automobile 1000 is viewed in the direction of gravity, and the lateral curvature of the automobile 1000 ( PC) may be defined as a curvature of the exterior of the vehicle 1000 when the vehicle 1000 is viewed from the side of the vehicle 1000 . The shapes of the vehicle heating window 2000 and the frame 1100 are not limited to the shapes set in this drawing, and may generally depend on the overall design of the vehicle 1000 .

4 is a cross-sectional view illustrating a cross-sectional structure of the vehicle heating window according to the first embodiment.

Referring to FIG. 4 , the vehicle heating window 2000 according to the first embodiment may include a substrate 2100 , a heating member 2200 , and an intermediate layer 2400 . The vehicle heating window 2000 may include a bus bar 2300 in contact with the heating member 2200 .

In the vehicle heating window 2000 , the intermediate layer 2400 is injected in a state where the heating member 2200 is positioned in an area adjacent to the substrate 2100 , so that the heating member 2200 is fixed to the substrate 2100 . can be

In the vehicle heating window 2000, the heating member 2200 is heated by the voltage applied to the heating member 2200 through the bus bar 2300, and this causes the vehicle heating window 2000 to generate heat. , fogging, frost, and ice can be removed.

The base material 2100 forms a part of the exterior of the vehicle 1000 and is mounted on the frame 1100 . In this case, a portion of the substrate 2100 may be covered by the frame 1100 . The substrate 2100 may perform functions of preventing intrusion from the outside, alleviating noise, windproofing, and waterproofing.

The substrate 2100 may be optically transparent. The user of the vehicle 1000 may secure the user's view while driving through the base 2100 .

The substrate 2100 may be glass or plastic made of hydrocarbons. The substrate 2100 may be made of glass containing plastic, but is not limited thereto.

The substrate 2100 may be one or more. As shown in FIG. 4 , when there are two substrates 2100 , the substrate 2100 may include a first substrate 2110 and a second substrate 2120 . The first substrate 2110 may be located in a region close to the outside of the vehicle 1000 . The second substrate 2120 may be located in a region close to the interior of the vehicle 1000 . The shapes of the first substrate 2110 and the second substrate 2120 may correspond to each other.

The heating member 2200 may be positioned adjacent to the base material 2100 . When the substrate 2100 includes the first substrate 2110 and the second substrate 2120 , the heating member 2200 may be positioned between the first substrate 2110 and the second substrate 2120 . can

The heating member 2200 may be positioned to correspond to the entire area of the base material 2100 , or may be positioned to correspond to a partial area of the base material 2100 . Specifically, based on when the base material 2100 is mounted on the frame 1100 , the heating member 2200 is located in an area corresponding to the opening of the frame 1100 or the frame 1100 . It may be positioned up to a portion overlapping the opening and the frame 1100 .

The heating member 2200 is a heating element that generates heat by receiving a voltage through the bus bar 2300 . The heating member 2200 may transfer heat to the substrate 2100 . In this case, the vehicle heating window 2000 may perform defogging or dicing.

The heating member 2200 may be optically transparent. The heating member 2200 is formed to be transparent, so that light passing through the base material 2100 may be output through the heating member 2200 .

The heating member 2200 may include a heating element 2210 and a substrate 2220 .

The heating element 2210 may include a nanostructure 2211 and a matrix 2212 .

The nanostructure 2211 may provide a path through which electrons move. The nanostructure 2211 may include a nanostructure made of silver nanowire (AgNW) or graphene, silver (Ag), gold (Au), platinum (Pt), copper (Cu), or other metal. and is not limited thereto. The nanostructure 2211 may be a hybrid structure in which two or more types of nanostructures are mixed. That is, the nanostructure 2211 may be formed of a plurality of metal nanostructures. The nanostructure 2211 may be one in which a plurality of metal nanostructures are connected to form a network structure.

The nanostructure 2211 may be imprinted and positioned on the substrate 2220 . In this case, the nanostructure 2211 may be partially buried in the substrate 2220 . Alternatively, the nanostructure 2211 may be transferred to and positioned on the substrate 2220 .

When the nanostructure 2211 is imprinted or transferred on the substrate 2220 , heat or pressure may be applied to the nanostructure 2211 . Due to this, the size and/or shape of the nanostructure 2211 may change. Specifically, the cross-section of the nanostructure 2211 may change from a circular shape to an elliptical shape. In this case, the surface roughness of the heating element 2210 may vary. Preferably, the surface roughness of the heating element 2210 may be reduced. Accordingly, haze of the light passing through the heating element 2210 may be reduced.

The matrix 2212 may be used to protect the nanostructure 2211 from external air or moisture and to maintain the shape of the nanostructure 2211 .

The matrix 2212 may be a conductive material. The matrix 2212 may be formed of a single material or may be formed of a composite of several materials. The matrix 2212 may be made of the same material as the substrate 2100 . The matrix 2212 may be a polymer having a hydrocarbon structure. The matrix 2212 may be a conductive material, but is not limited thereto. When the matrix 2212 is a conductive material, the matrix 2212 may provide an additional electrical connection between the nanostructure 2211 and the bus bar 2300 .

When the nanostructure 2211 is imprinted on the substrate 2220 , the matrix 2212 may serve to cover the nanostructure 2211 as if it were coated after imprinting. When the nanostructure 2211 is transferred to the substrate 2220 , since the nanostructure 2211 is positioned in the matrix 2212 and then transferred to the substrate 2220 , it may serve as a sacrificial substrate.

The matrix 2212 may be a material filling the gap between the nanostructures 2211 . Accordingly, the surface roughness of the heat generating member 2200 may be improved by the matrix 2212 . Since the surface roughness of the heating member 2200 affects the degree of scattering, reflection (including diffuse reflection), refraction, diffraction, or dispersion of light, the haze value of the vehicle heating window 2000 may vary. That is, the haze value of the vehicle heating window 2000 may be improved by improving the surface roughness of the heating member 2200 .

The substrate 2220 may be positioned in contact with the heating element 2210 . The substrate 2220 may support the nanostructure 2211 . Specifically, heat or pressure may be applied to the nanostructure 2211 on the substrate 2220 during the imprinting process. During the transfer process, the heating element 2210 may be transferred onto the substrate 2220 .

The substrate 2220 may be formed of a single material or a composite of several materials. The substrate 2220 may be made of the same material as the substrate 2100 . The substrate 2220 may be transparent. The substrate 2220 may be a material having an adhesive property.

The heating member 2200 may include a first surface 2230 and a second surface 2240 . The first surface 2230 may be a surface adjacent to the first substrate 2110 , and the second surface 2240 may be a surface adjacent to the second substrate 2120 .

The bus bar 2300 may be positioned adjacent to the heating member 2200 . The bus bar 2300 may be electrically connected to the heating element 2210 . The bus bar 2300 may be positioned in contact with a portion of the second surface 2240 . The bus bar 2300 may be positioned between the second substrate 2120 and the substrate 2220 .

However, the position of the bus bar 2300 is not limited to the shape determined in this drawing, and the bus bar 2300 may be located adjacent to the second substrate 2120 . In this case, the heating element 2210 may be positioned between the second substrate 2120 and the substrate 2220 .

The bus bar 2300 receives an external voltage and transmits it to the heating member 2200 , and as a result, the vehicle heating window 2000 generates heat to enable defogging or dicing.

The bus bar 2300 may be a passage through which current may move. Since the bus bar 2300 may be formed of a conductor having a lower resistance value than that of the heat generating member 2200 , a current may flow better than that of the heat generating member 2200 .

The bus bar 2300 is optically opaque and can be recognized by a user. The bus bar 2300 may be made of a metal such as silver (Ag), copper (Cu), or tungsten (W). In addition, the bus bar 2300 may include a metal nano structure, and may include a silver nanowire (AgNW). The bus bar 2300 may be optically transparent. The bus bar 2300 may be a transparent electrode, and specifically may be a transparent conducting oxide (TCO) such as indium tin oxide (ITO).

The number of bus bars 2300 may be two. The bus bar 2300 may include an upper bus bar 2310 and a lower bus bar 2320 .

The intermediate layer 2400 may be positioned adjacent to the substrate 2100 . The intermediate layer 2400 may be positioned between the first substrate 2110 and the second substrate 2120 .

The intermediate layer 2400 may be one or more. In FIG. 4 , there may be two intermediate layers 2400 . The intermediate layer 2400 may include a first intermediate layer 2410 and a second intermediate layer 2420 . The first intermediate layer 2410 may be positioned between the first substrate 2110 and the heating member 2200 , and the second intermediate layer 2420 may include the second substrate 2120 and the heating member 2200 . ) can be located between

The intermediate layer 2400 may function to prevent the vehicle heating window 2000 from being completely damaged when an external force is applied to the vehicle heating window 2000 . Specifically, the intermediate layer 2400 maintains the shape of the substrate 2100 mounted on the frame 1100 as much as possible when the vehicle heating window 2000 is impacted and the substrate 2100 is damaged. That is, it is possible to prevent the fragments of the base material 2100 from falling on the user, so that the user is not injured.

The intermediate layer 2400 may be optically transparent and may transmit heat.

The intermediate layer 2400 may have adhesive properties. The intermediate layer 2400 is polyvinyl butyral (PVB), polycarbonate, ethylene vinyl acetate (EVA), thermoplastic polyurethane (TOU), ionomer, ionoplast, (eg, polymeric materials such as, but not limited to, cast in place (CIP) resins (based on acrylic, polyurethane, or polyester), thermoplastics, another suitable polymeric material, or combinations thereof.

The intermediate layer 2400 may be formed by locating the heating member 2200 in the region adjacent to the substrate 2100 and the substrate 2100 , then injecting a material and curing it. In this case, the intermediate layer 2400 may adhere the substrate 2100 and the heating member 2200 to each other. That is, in the vehicle heating window 2000 of FIG. 4 , after the heating member 2200 is positioned between the first substrate 2110 and the second substrate 2120 , the intermediate layer 2400 is formed to form the The heating member 2200 may be adhesively fixed to the first substrate 2110 and the second substrate 2120 .

Due to this structure, the noise prevention and windproof function may be superior to that of the vehicle heating window 2000 having a structure in which the base material 2100 is one. In addition, it is possible to prevent the heating member 2200 from being damaged.

The heating element 2210 may be directly formed on the substrate 2100 . That is, in a state in which the intermediate layer 2400 and the substrate 2220 are omitted, the heating element 2210 may be formed to directly contact the substrate 2100 . In this case, the substrate 2220 and the intermediate layer 2400 can be omitted, thereby reducing the manufacturing cost.

When the vehicle heating window 2000 is mounted on the vehicle 1000 , reference may be made to FIGS. 5 to 6 to describe the shape of the vehicle heating window 2000 .

5 is a view illustrating a side heating window of a vehicle according to the first embodiment. 6 is a view illustrating a side curvature of a bus bar of a side heating window of a vehicle according to the first embodiment. The shape of the vehicle side heating window is not limited to the shape defined in this drawing, and may generally depend on the overall design of the vehicle. Also, based on the drawings shown in FIGS. 5 to 6 , up, down, left, and right direction standards may be used, and these direction standards are not dependent on this drawing.

The vehicle side heating window 2005 according to the present embodiment may include the substrate 2100 , the heating member 2200 , the bus bar 2300 , and the intermediate layer 2400 , and the bus bar 2300 . ) may include the upper bus bar 2310 and the lower bus bar 2320 .

5 to 6 , the vehicle side heating window 2005 according to the first embodiment may be mounted on the frame 1100 of the vehicle 1000 .

The frame 1100 may constitute a part of the vehicle 1000 . The frame 1100 may be formed to have an opening 1150 , and the vehicle heating window 2000 may be located in an area corresponding to the opening 1150 . The frame 1100 may be a frame constituting a door of the vehicle 1000 .

The frame 1100 may include a rubber packing mounted on the frame 1100 . The rubber packing may prevent moisture from penetrating between the frame 1100 and the vehicle heating window 2000 positioned adjacent to the frame 1100 . In addition, the flow of the vehicle heating window 2000 mounted on the frame 1100 may be prevented by the rubber packing. The rubber packing may be defined as a part of the frame 1100 . Hereinafter, the frame 1100 is defined and described in a form including the rubber packing.

The frame 1100 may include a side frame 1120 , an upper frame 1130 , and a lower frame 1140 . The side frame 1120 , the upper frame 1130 , and the lower frame 1140 may be integrally formed. The side frame 1120 may be adjacent to the vehicle front heating window 2001 and the vehicle rear heating window 2003 . The side frame 1120 may include a front frame 1121 and a rear frame 1122 . The front frame 1121 , the rear frame 1122 , the upper frame 1130 , and the lower frame 1140 are integrally formed, and the frame 1100 is defined for each area.

The frame 1100 may include a frame boundary portion 1200 . The frame boundary portion 1200 may include a side frame boundary portion 1220 , an upper frame boundary portion 1230 , and a lower frame boundary portion 1240 . The side frame boundary portion 1220 may include a front frame boundary portion 1221 and a rear frame boundary portion 1222 . The opening 1150 may be defined by the frame boundary 1200 . The opening 1150 may be defined by the side frame boundary portion 1220 , the upper frame boundary portion 1230 , and the lower frame boundary portion 1240 .

The front frame 1121 may be the side frame 1120 located close to the front direction Da of the vehicle 1000 among the side frames 1120 . The front frame 1121 may be the side frame 1120 located close to the front heating window 2001 of the vehicle. The front frame boundary portion 1221 may be straight or curved.

The rear frame 1122 may be the side frame 1120 located close to the rear direction Db of the vehicle 1000 among the side frames 1120 . The rear frame 1122 may be the side frame 1120 located close to the vehicle rear heating window 2003 . The rear frame boundary portion 1222 may be straight or curved. The length of the rear frame boundary portion 1222 may be longer than the length of the front frame boundary portion 1221 . The rear frame boundary portion 1222 may be parallel to the front frame boundary portion 1221 .

The upper frame 1130 means the frame 1100 positioned above the vehicle heating window 2000 . The upper frame 1130 is positioned between the front frame 1121 and the rear frame 1122 . The upper frame boundary portion 1230 may be formed not to be parallel to the front frame boundary portion 1221 and the rear frame boundary portion 1222 .

The upper frame 1130 may include a region having the lateral curvature PC. The upper frame 1130 may include regions having different lateral curvatures PC. The lateral curvature PC for each area of the upper frame 1130 may be 0 or more. A curvature of a partial region of the upper frame 1130 may be zero. In this case, the region having the lateral curvature PC of 0 may be a straight line when viewed from the side.

The lower frame 1140 refers to the frame 1100 located under the vehicle side heating window 2005 . The lower frame 1140 is positioned below the upper frame 1130 , and is positioned between the front frame 1121 and the rear frame 1122 . The lower frame boundary portion 1240 may be formed not to be parallel to the front frame boundary portion 1221 and the rear frame boundary portion 1222 . The lower frame boundary 1240 may be a straight line.

The upper frame 1130 and the lower frame 1140 may include regions having the cross-sectional curvature SC. The upper frame 1130 and the lower frame 1140 may include regions having different cross-sectional curvatures SC. The cross-sectional curvature SC for each region of the upper frame 1130 and the lower frame 1140 may be zero or more.

The substrate 2100 of the vehicle side heating window 2005 of the present embodiment may have a shape corresponding to a portion of the frame boundary portion 1200 . Specifically, the shape of the substrate 2100 corresponds to the side frame boundary portion 1220 and the upper frame boundary portion 1230 and does not correspond to the lower frame boundary portion 1240 , but is not limited thereto.

The substrate 2100 may include an edge 2130 and a body 2135 .

The edge 2130 may constitute an edge of the substrate 2100 . The edge 2130 may include a front edge 2131 , a rear edge 2132 , an upper edge 2133 , and a lower edge 2134 .

The front edge 2131 may be the edge 2130 adjacent to the forward direction Da of the vehicle 1000 when the vehicle side heating window 2005 is mounted on the vehicle 1000 . The front edge 2131 may be the edge 2130 close to the front heating window 2001 of the vehicle.

The front edge 2131 may be a straight line. In this embodiment, the front edge 2131 is expressed as a straight line, but the front edge 2131 may be a curved line.

The front edge 2131 may be parallel to the front frame boundary portion 1221 , and may not be viewed because it is covered by the front frame 1121 . The length of the front edge 2131 may be longer than the length of the front frame boundary portion 1221 .

The rear edge 2132 is in the rear direction of the vehicle 1000 among the edges 2130 of the vehicle side heating window 2005 when the vehicle side heating window 2005 is mounted on the vehicle 1000 Db) and adjacent to the edge 2130 may be. The rear edge 2132 may be the edge 2130 close to the rear heating window 2003 of the vehicle.

The rear edge 2132 may be a straight line. In this embodiment, the rear edge 2132 is expressed as a straight line, but the rear edge 2132 may be a curved line.

The length of the rear edge 2132 may be longer than the length of the front edge 2131 . The rear edge 2132 may be parallel to the front edge 2131 .

The rear edge 2132 may be parallel to the rear frame boundary portion 1222 , and may not be viewed by being covered by the rear frame 1122 . The length of the rear edge 2132 may be longer than the length of the rear frame boundary portion 1222 .

The front edge 2131 and the rear edge 2132 may be positioned to face each other.

The upper edge 2133 means the edge 2130 positioned above the car side heating window 2005 and adjacent to the upper frame 1130 when mounted on the car 1000 .

The upper edge 2133 may include a region having the lateral curvature PC. The upper edge 2133 may include regions having different lateral curvatures PC. The lateral curvature PC for each region of the upper edge 2133 may be equal to or greater than zero, and may not include a region having the lateral curvature PC of zero. The lateral curvature PC of a partial region of the upper edge 2133 may be zero. In this case, the region having the lateral curvature PC of 0 may be a straight line when viewed from the side.

The upper edge 2133 may include a region having the cross-sectional curvature SC. The upper edge 2133 may include regions having different cross-sectional curvatures SC. The cross-sectional curvature SC for each area of the upper edge 2133 may be 0 or more.

The upper edge 2133 may be positioned between the front edge 2131 and the rear edge 2132 .

The upper edge 2133 may have a shape corresponding to the upper frame boundary portion 1230 , and may not be viewed because it is covered by the upper frame 1130 .

The lower edge 2134 is located below the vehicle side heating window 2005 . The lower edge 2134 may be located inside the lower frame 1140 . The lower edge 2134 may be located lower than the lower frame boundary 1240 .

The lower edge 2134 may include regions having different lateral curvatures PC. The lateral curvature PC for each area of the lower edge 2134 may be equal to or greater than zero, and may not include a region having the lateral curvature PC equal to zero. The lateral curvature PC of a partial region of the lower edge 2134 may be zero. In this case, the region having the lateral curvature PC of 0 may be a straight line when viewed from the side.

The lower edge 2134 may include a region having the cross-sectional curvature SC. The lower edge 2134 may include regions having different cross-sectional curvatures SC. The cross-sectional curvature SC for each area of the lower edge 2134 may be 0 or more.

The lower edge 2134 may be positioned between the front edge 2131 and the rear edge 2132 , and may be positioned to face each other with the upper edge 2133 .

The lower edge 2134 may have a shape corresponding to the lower frame boundary portion 1240 or may have a shape not corresponding to the lower frame boundary portion 1240 .

For example, the lower edge 2134 may include a plurality of protrusions 2140 and a plurality of depressions 2150 .

The protrusion 2140 may refer to a structure that relatively protrudes in a direction away from the upper edge 2133 . The recessed part 2150 means a structure that is relatively recessed in a direction closer to the upper edge 2133 , but the recessed part 2150 is a relative concept and may not have a structure that is actually recessed.

The protrusion 2140 may include a first protrusion 2141 and a second protrusion 2142 .

The protrusion 2140 may be positioned between the depressions 2150 .

The first protrusion 2141 may be the protrusion 2140 adjacent to the forward direction Da of the vehicle 1000 among the protrusions 2140 .

The second protrusion 2142 may be the protrusion 2140 adjacent to the rear direction Db of the vehicle 1000 among the protrusions 2140 .

The first protrusion 2141 and the second protrusion 2142 may have shapes corresponding to each other. The first protrusion 2141 and the second protrusion 2142 may be located lower than the front edge 2131 and/or the rear edge 2132 .

The depression 2150 may include a first depression 2151 , a second depression 2152 , and a third depression 2153 .

The first recessed portion 2151 may include a region connected from the front edge 2131 to the lower edge 2134 . That is, the first recessed portion 2151 may be in contact with the front edge 2131 . The first recessed part 2151 may be positioned between the front edge 2131 and the first protrusion 2141 .

The second recessed part 2152 may be positioned between the first protrusion 2141 and the second protrusion 2142 .

The third recessed portion 2153 may include a region connected from the lower edge 2134 to the rear edge 2132 . That is, the third recessed portion 2153 may be in contact with the rear edge 2132 . The third recessed part 2153 may be positioned between the rear edge 2132 and the second protrusion 2142 .

The shape and number of the protrusion 2140 and the depression 2150 are not dependent on the drawings. The protrusion 2140 and the depression 2150 may be one or more than one, or may not exist.

The lower edge 2134 or a partial region adjacent to the lower edge 2134 may be combined with a displacement device capable of moving the vehicle side heating window 2005 up and down. The displacement device may include a window regulator or the like. Specifically, the displacement device may be positioned on the protrusion 2140 of the vehicle side heating window 2005 . The displacement device may be positioned over the first protrusion 2141 and the second protrusion 2142 . The displacement device may be installed by being fixed to the first protrusion 2141 and the second protrusion 2142 .

However, when the protrusion 2140 does not exist, the displacement device may be located in a portion of the lower edge 2134 .

The body 2135 may be a region surrounded by the front edge 2131 , the rear edge 2132 , the upper edge 2133 , and the lower edge 2134 . The shape of the body 2135 may be defined by a closed curve defined by the front edge 2131 , the rear edge 2132 , the upper edge 2133 , and the lower edge 2134 .

The body 2135 may include a region visible to the user through the opening 1150 .

The vehicle side heating window 2005 may move while being mounted on the frame 1100 . The vehicle side heating window 2005 may move in the direction of the upper frame 1130 or the lower frame 1140 . The vehicle side heating window 2005 may move between a first position and a second position. The position of the vehicle side heating window 2005 when the vehicle side heating window 2005 is moved to the maximum in the direction of the upper frame 1130 may be defined as the first position L1 . 5 shows the vehicle side heating window 2005 positioned in the first position L1.

The vehicle side heating window 2005 may include a front area Aa and a rear area Ab.

The front area Aa may be a partial area of the vehicle side heating window 2005 . The front area Aa may be an area including an area extending from the front edge 2131 to an area adjacent to the second recessed part 2152 . The front area Aa may be an area adjacent to the side mirror.

The rear area Ab may be a partial area of the vehicle side heating window 2005 . The rear region Ab may be a region including a region extending from the rear edge 2132 to a region adjacent to the second recessed portion 2152 . The rear area Ab may be an area adjacent to the rear heating window 2003 of the vehicle.

The front area Aa and the rear area Ab may contact each other in an area adjacent to the second depression 2152 . That is, the front area Aa and the rear area Ab may be divided based on the second recessed portion 2152 .

The bus bar 2300 is positioned above and below the vehicle side heating window 2005 and may include a region having the side curvature PC. The bus bar 2300 may include regions having different lateral curvatures PC. The lateral curvature PC for each region of the bus bar 2300 may be equal to or greater than 0, and may not include a region where the lateral curvature PC is zero. The lateral curvature PC of a partial region of the bus bar 2300 may be zero. A region in which the lateral curvature PC is 0 may be defined as a linear region R1.

The straight region R1 may be located in an area adjacent to the rear edge 2132 of the bus bar 2300 or may be located in contact with the rear edge 2132 . In this case, the straight region R1 may be covered by the rear frame 1122 . The upper edge 2133 of the region corresponding to the linear region R1 may also have a linear structure. Although not shown in this figure, the straight region R1 may be located in a region adjacent to the front edge 2131 among regions of the bus bar 2300 or may be positioned in contact with the front edge 2131 . In this case, the straight region R1 may be covered by the front frame 1121 .

The bus bar 2300 may include a region having the cross-sectional curvature SC. The bus bar 2300 may include regions having different cross-sectional curvatures SC. The cross-sectional curvature SC for each area of the bus bar 2300 may be 0 or more.

The bus bar 2300 may include the upper bus bar 2310 and the lower bus bar 2320 .

The upper bus bar 2310 is located above the vehicle side heating window 2005 . When the vehicle side heating window 2005 is positioned at the first position L1 , the upper bus bar 2310 may be covered by the upper frame 1130 .

The upper bus bar 2310 may be formed in a shape corresponding to the upper frame boundary portion 1230 , and may be formed in a shape corresponding to the upper edge 2133 . The upper bus bar 2310 may be formed to be spaced apart from the upper edge 2133 . Even if the upper bus bar 2310 is positioned to be spaced apart from the upper edge 2133, when the vehicle side heating window 2005 is positioned at the first position L1, the upper bus bar 2310 is It may be covered by the upper frame 1130 . All areas of the upper bus bar 2310 may have the same spacing as the upper edge 2133 .

The upper bus bar 2310 includes one end 2311 of the upper bus bar and the other end 2312 of the upper bus bar. One end 2311 of the upper bus bar and the other end 2312 of the upper bus bar may be both ends of the upper bus bar 2310 . One end 2311 of the upper bus bar may be defined as an end of the upper bus bar 2310 positioned adjacent to the front edge 2131 . The other end 2312 of the upper bus bar may be defined as an end of the upper bus bar 2310 positioned adjacent to the rear edge 2132 .

The upper bus bar 2310 may include a first area 2313 and a second area 2315 . The first area 2313 and the second area 2315 may have the lateral curvature PC.

The first area 2313 may be an area adjacent to the rear edge 2132 . The first area 2313 may not be viewed because it is covered by the rear frame 1122 . The first region 2313 may include the other end 2312 of the upper bus bar.

The first lateral curvature PC1 may be defined as the lateral curvature PC in the first region 2313 . The first lateral curvature PC1 may be 0, and in this case, the first region 2313 may be the straight region R1.

An imaginary circle corresponding to the first lateral curvature PC1 may exist in the first region 2313 , and this may be defined as a first circle 2314 .

The first lateral curvature PC1 in the first region 2313 may be smaller than the cross-sectional curvature SC in the first region 2313 .

The second region 2315 may be at least a partial region having the lateral curvature PC greater than the first lateral curvature PC1 among regions spaced apart from the rear edge 2132 . The second area 2315 may not be recognized by being covered by the front frame 1121 . The second region 2315 may include one end 2311 of the upper bus bar.

The second side curvature PC2 may be defined as the side curvature PC in the second region 2315 .

An imaginary circle corresponding to the second lateral curvature PC2 may exist in the second region 2315 , and this may be defined as a second circle 2316 .

The second lateral curvature PC2 in the second region 2315 may be greater than the sectional curvature SC in the second region 2315 .

An average lateral curvature of the first region 2313 may be smaller than an average lateral curvature of the second region 2315 . The first side curvature PC1 may be smaller than the second side curvature PC2 . In this case, the radius of the first circle 2314 may be greater than the radius of the second circle 2316 .

The lower bus bar 2320 is located under the vehicle side heating window 2005 . When the vehicle side heating window 2005 is positioned at the first position L1 , the lower bus bar 2320 may be covered by the lower frame 1140 .

The lower bus bar 2320 may be formed in a shape corresponding to the upper bus bar 2310 . The lower bus bar 2320 may be formed to be spaced apart from the lower edge 2134 .

The lower bus bar 2320 includes one end 2321 of the lower bus bar and the other end 2322 of the lower bus bar. One end 2321 of the lower bus bar and the other end 2322 of the lower bus bar may be both ends of the lower bus bar 2320 . One end 2321 of the lower bus bar may be positioned adjacent to the lower edge 2134 . Specifically, one end 2321 of the lower bus bar may be located adjacent to a region in which the first recessed portion 2151 and the first protruding portion 2141 of the lower edge 2134 connect. Alternatively, one end 2321 of the lower bus bar may be located in an area adjacent to the first recessed portion 2151 . However, since the shape and position of the lower bus bar 2320 are not dependent on this drawing, the one end 2321 of the upper bus bar is the first according to the size and shape of the vehicle side heating window 2005 . It may be located adjacent to the depression 2151 or the first protrusion 2141 . The other end 2322 of the lower bus bar may be defined as an end of the lower bus bar 2320 positioned adjacent to the rear edge 2132 .

The lower bus bar 2320 may include a third area 2323 and a fourth area 2325 . The third region 2323 and the fourth region 2325 may have the lateral curvature PC.

The third area 2323 may be an area adjacent to the rear edge 2132 . The third region 2323 may not be viewed because it is covered by the rear frame 1122 . The third region 2323 may include the other end 2322 of the lower bus bar.

The third lateral curvature PC3 may be defined as the lateral curvature PC in the third region 2323 . The third lateral curvature PC3 may be 0, and in this case, the third region 2323 may be the straight region R1.

An imaginary circle corresponding to the third lateral curvature PC3 may exist in the third region 2323 , and this may be defined as a third circle 2324 .

The third lateral curvature PC3 in the third region 2323 may be greater than the sectional curvature SC in the third region 2323 .

The fourth region 2325 may be at least a partial region having the lateral curvature PC greater than the third lateral curvature PC3 among regions spaced apart from the rear edge 2132 . The fourth area 2325 may include one end 2321 of the lower bus bar.

The fourth lateral curvature PC4 may be defined as the lateral curvature PC in the fourth region 2325 .

An imaginary circle corresponding to the fourth lateral curvature PC4 may exist in the fourth region 2325 , and this may be defined as a fourth circle 2326 .

The fourth lateral curvature PC4 in the fourth region 2325 may be greater than the sectional curvature SC in the fourth region 2325 .

An average lateral curvature of the third region 2323 may be smaller than an average lateral curvature of the fourth region 2325 . The third side curvature PC3 may be smaller than the fourth side curvature PC4 . In this case, the radius of the third circle 2324 may be greater than the radius of the fourth circle 2326 .

Regions corresponding to each other may exist in the upper bus bar 2310 and the lower bus bar 2320 .

The side curvature PC may correspond to the upper bus bar 2310 and the lower bus bar 2320 . The first area 2313 and the third area 2323 may correspond to each other, and the second area 2315 and the fourth area 2325 may correspond to each other. In this case, the radius of the first circle 2314 and the radius of the third circle 2324 may correspond to each other or may be the same. The radius of the second circle 2316 and the radius of the fourth circle 2326 may correspond to each other or may be the same.

The distance between the first region 2313 and the third region 2323 and the distance between the second region 2315 and the fourth region 2325 may correspond to the shortest moving distance of electrons in the corresponding regions, respectively. can Accordingly, the vehicle side heating window 2005 may be uniformly heated as a whole.

Regions parallel to each other may exist in the upper bus bar 2310 and the lower bus bar 2320 .

Since the first region 2313 forms a part of the upper bus bar 2310 and has the lateral curvature PC, a virtual string connecting both ends of the first region 2313 can be drawn. Since the third region 2323 forms a part of the lower bus bar 2320 and has the lateral curvature PC, a virtual string connecting both ends of the third region 2323 can be drawn. The first region 2313 and the third region 2323 may be defined as regions in which strings are parallel to each other.

However, when the first region 2313 and the third region 2323 are the straight region R1 , the lateral curvature PC may not exist. Accordingly, a virtual string connecting both ends of the first region 2313 and the third region 2323 may not exist. In this case, a straight line connecting both ends of the first region 2313 and the third region 2323 may exist. The first region 2313 and the third region 2323 may be defined as regions in which straight lines are parallel to each other.

Since the second region 2315 forms a part of the upper bus bar 2310 and has the lateral curvature PC, a virtual string connecting both ends of the second region 2315 can be drawn. Since the fourth region 2325 forms a part of the lower bus bar 2320 and has the lateral curvature PC, a virtual string connecting both ends of the fourth region 2325 can be drawn. The second region 2315 and the fourth region 2325 may be defined as regions in which strings are parallel to each other.

Accordingly, by disposing the upper bus bar 2310 and the lower bus bar 2320 as above, the vehicle heat generating window 2000 can uniformly heat.

The heating member 2200 may be positioned over the entire area of the body 2135 . The heating member 2200 may be formed in a shape corresponding to the shape of the body 2135 .

Alternatively, the heating member 2200 may be positioned on a portion of the body 2135 . Specifically, the heating member 2200 may be formed in a shape corresponding to the upper bus bar 2310 and the lower bus bar 2320 . The heating member 2200 includes the upper bus bar 2310 and the lower bus bar 2320, and includes at least a partial region of the front edge 2131, the rear edge 2132, and the lower edge 2134. It may be formed in a corresponding shape. In this case, the heating member 2200 may not be located in a portion of an area adjacent to the lower edge 2134 . Since the heating member 2200 is formed only in a partial region of the body 2135, the heating member 2200 can be omitted in a region where heat is not required, thereby reducing manufacturing cost.

The control device 3000 applies a voltage to the bus bar 2300 to heat the heating member 2200 , so that the vehicle side heating window 2005 is heated to perform defogging or dicing.

Specifically, the control device 3000 may receive an electrical signal from an input unit, a sensor or a user interface. The electrical signal is a sensor signal or a user input signal, and may be an electrical signal that causes the control device 3000 to output a voltage.

When the electrical signal is input to the control device 3000 , the control device 3000 applies a voltage to the bus bar 2300 so that the vehicle side heating window 2005 is de-dicing and/or the defogging. can be made to perform

Specifically, the control device 3000 applies a voltage to the wiring 3100 electrically connected to the upper bus bar 2310 and the lower bus bar 2320 to perform the dicing and/or the defogging. can do.

The control device 3000 may be a separate control device, or may be a main control device for controlling the entire vehicle 1000 . When the control device 3000 is a separate control device, the control device 3000 may be located inside the lower frame 1140 .

The wiring 3100 is a passage through which a current flows, and serves to receive a voltage from the control device 3000 and transmit it to the bus bar 2300 .

The wiring 3100 may be one or more. The wiring 3100 may be respectively connected to the upper bus bar 2310 and the lower bus bar 2320 . Specifically, the wiring 3100 may be connected to one end 2311 and/or the other end 2312 of the upper bus bar and one end 2321 and/or the other end 2322 of the lower bus bar, respectively.

The wiring 3100 may include a first wiring 3110 and a second wiring 3120 .

The first wiring 3110 may connect the upper bus bar 2310 and the control device 3000 . The first wiring 3110 may be connected to the other end 2312 of the upper bus bar. Both ends of the first wiring 3110 may be fixed to the other end 2312 of the upper bus bar and the control device 3000 .

The first wiring 3110 may include a fixed region 3111 and a variable region 3112 .

The fixed area 3111 may be a fixed area to the vehicle side heating window 2005 . The fixed region 3111 may be located adjacent to the rear edge 2132 of the vehicle side heating window 2005 . The fixed region 3111 may be formed to extend from the other end 2312 of the upper bus bar in the direction of the lower bus bar 2320 to correspond to the shape of the rear edge 2132 . In this case, the fixed region 3111 may be formed so as not to contact the lower bus bar 2320 . The fixed region 3111 may not be recognized because it is covered by the rear frame 1122 .

The fixed region 3111 may electrically connect the other end 2312 of the upper bus bar and the variable region 3112 .

The fixed region 3111 may be formed of a metal paste or the like.

The variable region 3112 may be a region in which only a portion is fixed to the vehicle side heating window 2005 and the rest has a degree of freedom. One end of the variable region 3112 may be fixed to a region adjacent to the lower bus bar 2320 of the fixed region 3111 . The other end of the variable region may be fixed to the control device 3000 . The variable region 3112 may be deformed or moved with a degree of freedom while both ends are fixed to a part of the fixed region 3111 and the control device 3000 .

The variable region 3112 may electrically connect the fixed region 3111 and the control device 3000 .

The variable region 3112 may not be viewed by being covered by the rear frame 1122 and the lower frame 1140 .

The variable region 3112 may be an electric wire made of copper or the like.

The second wiring 3120 may connect the lower bus bar 2320 and the control device 3000 . The second wiring may be connected to one end 2321 of the lower bus bar.

Both ends of the second wiring 3120 may be fixed to one end 2321 of the lower bus bar and the control device 3000 . The second wiring 3120 may be deformed or moved with a degree of freedom while both ends are fixed to one end 2321 of the lower bus bar and the control device 3000 .

The second wiring 3120 may not be viewed because it is covered by the lower frame 1140 .

Although the second wiring 3120 is illustrated as being connected to one end 2321 of the lower bus bar in this drawing, the second wiring 3120 may be connected to any position of the lower bus bar 2320 . Since the lower bus bar 2320 is covered by the lower frame 1140 and there is no need to consider that the wiring 3100 is visible, the second wiring 3120 may be connected to any position of the lower bus bar 2320 . can

7 is a graph showing the temperatures of the front region and the rear region when the side heating window of the vehicle according to the first embodiment generates heat. 8 is a graph showing the temperature rise values of the front region and the rear region of the side heating window of the vehicle according to the first embodiment. 9 is a graph illustrating a temperature difference between a front region and a rear region of the side heating window of the vehicle according to the first embodiment based on the temperature rise value of FIG. 8 .

The horizontal axis of FIGS. 7 to 9 corresponds to time, and the vertical axis of FIG. 7 corresponds to temperature. The vertical axis of FIG. 8 corresponds to the temperature rise values of the front area Aa and the rear area Ab. The temperature rise value is based on the temperature of the front area Aa and the temperature of the rear area Ab when voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 , the front It is a value indicating the degree of temperature increase in the area Aa and the rear area Ab. The vertical axis of FIG. 9 is the temperature difference, the temperature difference between the front area Aa and the rear area Ab based on the temperature rise values of the front area Aa and the rear area Ab of FIG. 8 . it has been shown The temperature difference is obtained by subtracting the temperature increase value of the rear region Ab from the temperature increase value of the front region Aa.

7 to 9 , when the control device 3000 applies a voltage to the upper bus bar 2310 and the lower bus bar 2320 , the vehicle side heating window 2005 may generate heat. In this case, a temperature difference may occur in some areas of the vehicle side heating window 2005 . A temperature difference may occur between the front area Aa and the rear area Ab of the vehicle side heating window 2005 .

After a voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 , a temperature difference between the front area Aa and the rear area Ab may exist, and after a predetermined time elapses therefrom A temperature difference between the front area Aa and the rear area Ab may be reduced.

When a voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 , the first section P1 is after a point in time when a voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 . And a temperature difference may occur in the second section P2 after the first section P1. The first section P1 and the second section P2 may be divided based on an intermediate time point TPm. The intermediate time point TPm may divide the first section P1 and the second section P2 as a first reference. The first criterion is an arbitrary criterion and may be a predetermined criterion.

The first section P1 may include a stop section Ps in which the temperature rise values of the front area Aa and the rear area Ab are zero. The stop period Ps may be within a predetermined time from immediately after voltage is applied to the bus bar 2300 . In the case of the vehicle side heating window 2005 of the first embodiment, the stop period Ps may be about 10 seconds after voltage is applied to the bus bar 2300 . This is to ensure that electrons are relatively uniformly transferred to the heating member 2200 during the stop period Ps after voltage is applied to the bus bar 2300, so that the vehicle side heating window 2005 is uniformly heated. can Accordingly, it is possible to prevent a sudden change in the temperature of the vehicle side heating window 2005 .

The intermediate time point TPm may be a time point at which a temperature difference between the first section P1 and the second section P2 is different. The first section P1 may be a section having a larger temperature difference than the first reference, and the second section P2 may be a section having a smaller temperature difference than the first reference. For example, the first reference temperature difference may be 0.1, the first section may be a section in which the temperature difference is greater than 0.1, and the second section may be a section in which the temperature difference is smaller than 0.1.

Temperatures of the front area Aa and the rear area Ab in the first section P1 are lower than the temperatures of the front area Aa and the rear area Ab in the second section P2 can In the first section P1 , the temperature of the front area Aa may be higher than the temperature of the rear area Ab. In the second section P2 , the temperature of the front area Aa may be the same as or higher than the temperature of the rear area Ab.

The temperature difference between the front area Aa and the rear area Ab in the first section P1 is the difference between the front area Aa and the rear area Ab in the second section P2. It can be greater than the temperature difference.

The temperature difference of the front area Aa from the start time of the first section P1 to the end time of the first section P1 is from the start time of the second section P2 to the second section P2 ) may be greater than the temperature difference of the front area Aa at the end time point. A temperature difference between the front area Aa in any one area of the first section P1 may be greater than a temperature difference between the front area Aa in any one area of the second section P2 .

The temperature difference of the rear region Ab from the start time of the first section P1 to the end time of the first section P1 is from the start time of the second section P2 to the second section P2 ) may be greater than the temperature difference of the rear region Ab until the end time. A temperature difference between the rear region Ab in any one region of the first section P1 may be greater than a temperature difference between the rear region Ab in any one region of the second section P2.

The intermediate time point TPm may be a time point at which an average temperature difference between the first section P1 and the second section P2 is different. The first section P1 may be a section having a larger average temperature difference than the first reference, and the second section P2 may be a section having a smaller average temperature difference than the first reference.

The average temperature difference between the front area Aa and the rear area Ab in the first section P1 is an average of the front area Aa and the rear area Ab in the second section P2. It can be greater than the temperature difference.

The average temperature difference of the front area Aa from the start time of the first section P1 to the end time of the first section P1 is from the start time of the second section P2 to the second section ( It may be greater than the average temperature difference of the front area Aa at the end time point up to P2). The average temperature difference of the front area Aa in any one area of the first section P1 may be greater than the average temperature difference of the front area Aa in any one area of the second section P2. .

The average temperature difference of the rear region Ab from the start time of the first section P1 to the end time of the first section P1 is from the start time of the second section P2 to the second section ( It may be greater than the average temperature difference of the rear region Ab until the end point of P2). The average temperature difference of the rear region Ab in any one region of the first section P1 may be greater than the average temperature difference of the rear region Ab in any one region of the second section P2. .

The second section P2 may include a partial section in which the temperature of the front area Aa and the rear area Ab is maintained at the same temperature. In this case, a temperature difference between the front area Aa and the rear area Ab in some sections of the second section P2 may be zero. An average temperature difference between the front area Aa and the rear area Ab in some sections of the second section P2 may be zero.

The intermediate time point TPm may be a time point at which the slopes of the first section P1 and the second section P2, ie, a temperature increase rate, change. The first section P1 may be a section having a higher rate of temperature increase than the first reference, and the second section P2 may be a section having a smaller rate of temperature rise than the first reference.

The temperature increase rate of the front region Aa in the first section P1 may be greater than the temperature increase rate of the front region Aa in the second section P2, and the temperature increase rate of the rear region Ab can be larger A temperature increase rate of the rear region Ab in the first section P1 may be greater than a temperature increase rate of the front region Aa in the second section P2, and the temperature of the rear region Ab It may be greater than the rate of increase.

The temperature increase rate of the front area Aa in the first section P1 and the second section P2 is the rear area Ab in the first section P1 and the second section P2. It can correspond to the rate of temperature increase of The temperature increase rate of the front area Aa in the first section P1 and the second section P2 is the rear area Ab in the first section P1 and the second section P2. There may be some regions corresponding to the rate of temperature increase of .

The second section P2 may include a partial section in which the temperature of the front area Aa is maintained the same, and may include a partial section in which the temperature of the rear area Ab is maintained the same. In this case, in some sections of the second section P2 , the temperature increase rate of the front area Aa may be 0, and the temperature increase rate of the rear area Ab may be 0.

The rate of temperature increase in a section adjacent to the first section P1 of the second section P2 may be greater than the rate of temperature rise in a section spaced apart from the first section P1 in the second section P2 have.

The intermediate time point TPm may be a time point at which an average temperature increase rate of the first section P1 and the second section P2 is different. The first section P1 may be a section in which an average temperature increase rate is greater than that of the first reference, and the second section P2 may be a section in which an average temperature increase rate is smaller than that of the first reference.

The average temperature increase rate of the front region Aa in the first section P1 may be greater than the average temperature increase rate of the front region Aa in the second section P2, and the average temperature increase rate of the rear region Ab It may be greater than the average temperature rise rate. An average temperature increase rate of the rear region Ab in the first section P1 may be greater than an average temperature increase rate of the front region Aa in the second section P2, and the rear region Ab may be greater than the average temperature increase rate of

The average temperature increase rate of the front area Aa in the first section P1 and the second section P2 is the rear area Ab in the first section P1 and the second section P2. ) can correspond to the average temperature increase rate of The average temperature increase rate of the front area Aa in the first section P1 and the second section P2 is the rear area Ab in the first section P1 and the second section P2. ), there may be some regions corresponding to the average temperature increase rate.

The second section P2 may include a partial section in which the temperature of the front area Aa is maintained the same, and may include a partial section in which the temperature of the rear area Ab is maintained the same. In this case, the average temperature increase rate of the front area Aa and the rear area Ab in some sections of the second section P2 may be zero.

When a voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 , the first time point TP1 is after the point in time when a voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 . And a temperature difference may occur at a second time point TP2 after the first time point TP1 .

The first time point TP1 may be any one time point in the first section P1 . The first time point TP1 may be any one time point in which a temperature difference between the front area Aa and the rear area Ab is the greatest in the first section P1 . The temperature of the front area Aa at the first time point TP1 may be higher than the temperature of the rear area Ab.

The second time point TP2 may be any one time point after the first period P1 . The second time point TP2 may be any one time point in the second section P2 . The second time point TP2 may be any one time point in which a temperature difference between the front area Aa and the rear area Ab is the smallest in the second section P2 . The temperature of the front area Aa at the second time point TP2 may be higher than or equal to the temperature of the rear area Ab. At the second time point TP2 , the temperature of the front area Aa and the rear area Ab may be the same.

Temperatures of the front area Aa and the rear area Ab may be higher at the second time point TP2 than at the first time point TP1 .

In the vehicle side heating window 2005 of the first embodiment, the front area Aa and the rear area Ab may heat each other uniformly. This corresponds to the temperature increase rate of the front region Aa and the temperature increase rate of the rear region Ab in the first section P1, and the temperature increase rate of the front region Aa in the second section P2 and The temperature increase rate of the rear region Ab can be confirmed by corresponding data. In addition, since the temperature increase rate decreases and the temperature difference also decreases from the first section P1 to the second section P2, when a voltage is applied to the bus bar 2300 for a certain period of time or longer, the temperature is no longer Heat can be generated while converging to a constant value without increasing. This maintains the vehicle side heating window 2005 that is heated after applying a voltage to the bus bar 2300 at a constant temperature, thereby reducing thermal stress due to a temperature difference applied to the vehicle side heating window 2005 and improving durability. in order to secure 10 is a diagram illustrating a virtual line positioned on a side heating window of a vehicle according to the first embodiment.

The shape of the vehicle side heating window is not limited to the shape defined in this drawing, and may generally depend on the overall design of the vehicle. In addition, based on the drawing shown in FIG. 10, up, down, left, and right direction standards may be used, and these direction standards are not dependent on this drawing.

Referring to FIG. 10 , between one end 2311 of the upper bus bar and one end 2321 of the lower bus bar of the vehicle side heating window 2005 according to the first embodiment, the lower frame 1140 and A vertical imaginary line may exist. The virtual line may be plural, and one of them may be defined as the first virtual line 2350 . That is, the first virtual line 2350 may be positioned between one end 2311 of the upper bus bar and one end 2321 of the lower bus bar.

When the first virtual line 2350 is present, a distance between the front edge 2131 and the first virtual line 2350 is a distance between the front edge 2131 and one end 2311 of the upper bus bar. It may be longer, and may be shorter than the distance between the front edge 2131 and the one end 2321 of the lower bus bar. Based on the first virtual line 2350, one end 2311 of the upper bus bar is positioned adjacent to the vehicle front heating window 2001, and one end 2321 of the lower bus bar is the vehicle rear heating window. (2003) can be located adjacent to.

An imaginary line perpendicular to the lower frame 1140 may exist between the other end 2312 of the upper bus bar and the other end 2322 of the lower bus bar. The virtual line may be plural, and one of them may be defined as the second virtual line 2360 . That is, the second virtual line 2360 may be positioned between the other end 2312 of the upper bus bar and the other end 2322 of the lower bus bar.

Based on the second virtual line 2360, the other end 2312 of the upper bus bar is located adjacent to the vehicle rear heating window 2003, and the other end 2322 of the lower bus bar is the front heating window of the vehicle. (2001) can be located adjacent to.

The first virtual line 2350 may be located closer to the front edge 2131 than the second virtual line 2360 . The second virtual line 2360 may be located closer to the rear edge 2132 than the first virtual line 2350 .

The upper bus bar may be formed to be longer than the lower bus bar 2320 . Due to this shape, although the upper bus bar 2310 and the lower bus bar 2320 have the lateral curvature PC, the shortest electron movement distance between corresponding regions may be formed to correspond to each other. Accordingly, the vehicle side heating window 2005 may be uniformly heated.

11 is a view illustrating the movement of the side heating window of the vehicle according to the first embodiment in a first direction or a second direction.

The vehicle side heating window 2005 may move in a first direction D1 or a second direction D2.

Referring to FIG. 11 , the first direction D1 is a direction of the lower frame 1140 , and the second direction D2 is a direction of the upper frame 1130 . When the vehicle side heating window 2005 moves from the first position L1 to the first direction D1, it may reach the second position L2 as shown in FIG. 9 .

12 is a view illustrating a state in which the side heating window of the vehicle according to the first embodiment is positioned at a second position. The second position L2 may be defined as a position of the vehicle side heating window 2005 when the vehicle side heating window 2005 moves to the maximum in the direction of the lower frame 1140 . When the vehicle side heating window 2005 moves from the second position L2 to the second direction D2, it may reach the first position L1. That is, the vehicle side heating window 2005 may move in the first direction D1 or the second direction D2 .

The shape of the vehicle side heating window 2005 is not limited to the shape determined in this drawing, and may generally depend on the overall design of the vehicle.

11 to 12 , the vehicle side heating window 2005 according to the present embodiment moves from the first position L1 to the first direction D1 or from the second position L2. When moving in the second direction D2 , only a portion of the substrate 2100 that was viewed by the opening 1150 at the first position L1 may be viewed.

When the vehicle side heating window 2005 moves in the first direction D1 or the second direction D2 , the upper bus bar 2310 may be exposed through the opening 1150 . In this case, the upper bus bar 2310 may be visually recognized by the user. However, since one end 2311 and the other end 2312 of the upper bus bar may be covered by the side frame 1120 , even if the vehicle side heating window 2005 moves, it may not be recognized by the driver. Specifically, a portion of the upper bus bar 2310 including the other end 2312 of the upper bus bar that is not visually recognized by being obscured by the side frame 1120 may be the first area 2313, and the straight area ( R1).

Since the lower bus bar 2320 is located inside the lower frame 1140 , it is visible to the driver even when the vehicle side heating window 2005 moves in the first direction D1 or the second direction D2 . it may not be

The wiring 3100 may move together when the vehicle side heating window 2005 moves. The wiring 3100 may include the first wiring 3110 and the second wiring 3120 .

The first wiring 3110 is connected to the rear frame 1122 and the lower frame 1140 when the vehicle side heating window 2005 moves in the first direction D1 or the second direction D2. It may be hidden and not recognized. When the vehicle side heating window 2005 moves in the first direction D1 or the second direction D2, the fixed area 3111 may not be viewed because it is covered by the rear frame 1122 . Accordingly, the fixed area 3111, which is the first wiring 3110, is not visually recognized by the driver, thereby preventing the driver from obstructing the driver's view.

In addition, the fixed region 3111 of the first wiring 3110 is fixed to the vehicle side heating window 2005 so that the vehicle side heating window 2005 moves in the first direction D1 or the second direction. When moving to (D2), the possibility that the first wiring 3110 may be tangled may be minimized. Accordingly, disconnection of the first wiring 3110 may be prevented.

In addition, by deforming or moving both ends of the variable region 3112 of the first wiring 3110 in a state having a degree of freedom while being fixed to a partial region of the fixed region 3111 and the control device 3000, When the vehicle side heating window 2005 moves in the first direction D1 or the second direction D2 , it is possible to prevent the first wiring 3110 from being disconnected. The variable region 3112 may be implemented to move along a rail.

However, there may be a case in which the first wiring 3110 does not include the fixed region 3111 differently from this drawing. That is, there may exist a case in which all of the first wirings 3110 are formed of only the variable region 3112 . In such a situation, when the vehicle side heating window 2005 moves in the first direction D1 or the second direction D2 , the variable region 3112 is highly likely to be tangled. Accordingly, in order to prevent this, a rail having a shape corresponding to the rear edge 2132 may be mounted in an area adjacent to the other end 2312 of the upper bus bar. In this case, the variable region 3112 connected to the other end 2312 of the upper bus bar may be located on the rail, and when the vehicle side heating window 2005 moves along the rail, it may move together.

The other end 2312 of the upper bus bar and the first wiring 3110 are covered by the rear frame 1122 and the lower frame 1140, so that they can be protected from moisture such as rain or snow and wind. Accordingly, it is possible to prevent the upper bus bar 2310 and the first wiring 3110 from being damaged.

The second wiring 3120 may be located adjacent to the lower edge 2134 . Accordingly, since the moving distance of the vehicle side heating window 2005 is shorter than that of the first wiring 3110 , the second wiring 3120 may be less likely to be tangled.

The second wiring 3120 may be hidden by the lower frame 1140 and thus not be recognized by a user. The second wiring 3120 may not need to be fixed to the vehicle side heating window 2005 . That is, since the second wiring 3120 does not include the fixed region, the number of process steps can be reduced, thereby reducing the manufacturing cost.

In this drawing, the second wiring 3120 is connected to one end 2321 of the lower bus bar, but the second wiring 3120 may be located at any position of the lower bus bar 2320 . This is because the second wire 3120 may be hidden by the lower frame 1140 and thus may not be recognized by a user. Since the shape of the wiring 3100 is not dependent on this drawing, the wiring 3100 may be connected to one end 2311 of the upper bus bar in addition to the first wiring 3110 . A wiring connected to one end of the upper bus bar may have a shape corresponding to the first wiring 3110 .

Although not shown in this drawing, a wiring connected to one end 2311 of the upper bus bar may also include the fixed region and the variable region.

The fixed region may be positioned adjacent to the front edge 2131 . It may be formed to extend from one end 2311 of the upper bus bar in the direction of the lower bus bar 2320 to correspond to the shape of the front edge 2131 . In this case, the fixed region may be formed so as not to contact the lower bus bar 2320 . The fixed area may not be recognized because it is covered by the front frame 1121 .

The fixed region may electrically connect one end 2311 of the upper bus bar and the variable region.

One end of the variable region may be fixed to a region adjacent to the lower bus bar 2320 of the fixed region. The variable region may be deformed or moved with a degree of freedom while both ends are fixed to a part of the fixed region and the control device 3000 .

The variable region may electrically connect the fixed region and the control device 3000 .

The variable region may not be viewed by being covered by the front frame 1121 and the lower frame 1140 .

Although not shown in the drawing, both ends of the second wiring 3120 may be fixed to one end 2321 of the lower bus bar and the control device 3000 . The second wiring 3120 may be deformed or moved with a degree of freedom while both ends are fixed to one end 2321 of the lower bus bar and the control device 3000 .

When the vehicle side heating window 2005 according to the first embodiment is positioned at the second position L2 , referring to FIG. 12 , the vehicle side heating window 2005 is completely attached to the lower frame 1140 . It may be obscured and not recognized by the driver. That is, the substrate 2100 , the bus bar 2300 , and the wiring 3100 may be covered by the lower frame 1140 .

The vehicle side heating window 2005 may be heated when it is positioned as shown in FIG. 5 or when positioned as shown in FIG. 11 . Preferably, the vehicle side heating window 2005 may be heated when it is in the first position L1 as shown in FIG. 5 . This is because when the area of the vehicle side heating window 2005 covered by the lower frame 1140 is large, the vehicle side heating window 2005 does not need to be driven by the dicing or defogging. . In addition, when the vehicle side heating window 2005 is heated in the frame 1100 , it may affect parts mounted inside the vehicle 1000 . That is, when the vehicle side heating window 2005 according to the first embodiment is moving in the first direction D1 or the second direction D2 or is located at the second position L2, the control The device 3000 may not apply a voltage to the bus bar 2300 .

13 is a view showing the side heating window of the vehicle according to the second embodiment. 14 is a view illustrating a side curvature of a bus bar of the vehicle side heating window according to the second embodiment.

The shape of the vehicle side heating window is not limited to the shape defined in this drawing, and may generally depend on the overall design of the vehicle. In addition, on the basis of the drawings shown in FIGS. 13 to 14 , up, down, left, and right direction standards may be used, and these direction standards are not dependent on this drawing.

The vehicle side heating window 2005 according to the second embodiment has a different shape of the lower bus bar 2320 than the vehicle side heating window 2005 according to the first embodiment, and the rest of the configuration is the same. do. Therefore, in describing the vehicle side heating window 2005 according to the second embodiment, the same reference numerals are given to the components common to the first embodiment, and detailed descriptions thereof are omitted.

13 to 14 , regions corresponding to each other may exist in the upper bus bar 2310 and the lower bus bar 2320 according to the second embodiment.

The upper bus bar 2310 includes the first area 2313 and the second area 2315 , and the lower bus bar 2320 includes the third area 2323 and the fourth area 2325 . may include

The first area 2313 and the third area 2323 may correspond to each other. Specifically, the first side curvature PC1 and the third side curvature PC3 may correspond to each other. The radius of the first circle 2314 and the radius of the third circle 2324 may correspond to each other or may be the same. The distance between the first region 2313 and the third region 2323 may correspond to the shortest movement distance of electrons in the respective regions.

On the other hand, the second area 2315 and the fourth area 2325 may not correspond to each other. Specifically, the second side curvature PC2 and the fourth side curvature PC4 may not correspond to each other. The second side curvature PC2 may be greater than the fourth side curvature PC4 . A radius of the second circle 2316 may be smaller than a radius of the fourth circle 2326 . The distance between the second region 2315 and the fourth region 2325 may correspond to the shortest movement distance of electrons in the corresponding regions.

A distance between the first area 2313 and the third area 2323 may be longer than a distance between the second area 2315 and the fourth area 2325 . The shortest movement distance of electrons between the first region 2313 and the third region 2323 may be longer than the shortest movement distance of electrons between the second region 2315 and the fourth region 2325 .

Regions parallel to each other may exist in the upper bus bar 2310 and the lower bus bar 2320 .

Since the first region 2313 has the lateral curvature PC, a virtual string connecting both ends of the first region 2313 can be drawn. Since the third region 2323 has the lateral curvature PC, a virtual string connecting both ends of the third region 2323 can be drawn. The first region 2313 and the third region 2323 may be defined as regions in which respective strings are parallel.

Since the second region 2315 forms a part of the upper bus bar 2310 , it may include a virtual string connecting both ends of the second region 2315 . Since the fourth region 2325 forms a part of the lower bus bar 2320 , it may include a virtual string connecting both ends of the fourth region 2325 . The chords of the second region 2315 and the chords of the fourth region 2325 may not be parallel to each other.

The chord of the second region 2315 may have a greater angle than the chord of the fourth region 2325 with respect to the lower frame 1140 .

The fourth area 2325 may be located closer to the upper bus bar 2310 than the fourth area 2325 according to the first embodiment. The fourth area 2325 may be located closer to the second area 2315 than the fourth area 2325 according to the first embodiment.

Accordingly, the vehicle side heating window 2005 according to the second embodiment has a region adjacent to the vehicle front heating window 2001 or the front edge 2131 than the vehicle side heating window 2005 according to the first embodiment. ) and adjacent areas can heat up relatively quickly. Since the side mirror is located adjacent to the front heating window 2001 or the front edge 2131 of the vehicle, the area of the vehicle side heating window 2005 that can visually recognize the side mirror is defogged more quickly, so that the driver can see the side mirror more quickly.

15 is a graph showing the temperatures of the front region and the rear region when the side heating window of the vehicle according to the second embodiment generates heat. 16 is a graph showing the temperature rise values of the front region and the rear region of the side heating window of the vehicle according to the second embodiment. 17 is a graph illustrating a temperature difference between a front region and a rear region of the side heating window of the vehicle according to the second embodiment based on the temperature rise value of FIG. 16 .

The horizontal axis of FIGS. 15 to 17 corresponds to time, and the vertical axis of FIG. 15 corresponds to temperature. The vertical axis of FIG. 16 corresponds to the temperature rise values of the front area Aa and the rear area Ab. The temperature rise value is based on the temperature of the front area Aa and the temperature of the rear area Ab when voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 , the front It is a value indicating the degree of temperature increase in the area Aa and the rear area Ab. The vertical axis of FIG. 17 is the temperature difference, the temperature difference between the front area Aa and the rear area Ab based on the temperature rise values of the front area Aa and the rear area Ab of FIG. 16 . it has been shown The temperature difference is obtained by subtracting the temperature increase value of the rear region Ab from the temperature increase value of the front region Aa.

The vehicle side heating window 2005 according to the second embodiment has a different shape of the lower bus bar 2320 than the vehicle side heating window 2005 according to the first embodiment, and the rest of the configuration is the same. do. Accordingly, in describing the heating characteristics of the vehicle side heating window 2005 according to the second embodiment, the same reference numerals are assigned to the data results common to those of the first embodiment, and detailed descriptions are omitted.

15 to 17 , when the control device 3000 applies a voltage to the upper bus bar 2310 and the lower bus bar 2320 , the vehicle side heating window 2005 may generate heat. In this case, a temperature difference may occur between the front area Aa and the rear area Ab, which are a partial area of the vehicle side heating window 2005 .

After a voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 , a temperature difference between the front area Aa and the rear area Ab may exist, and after a predetermined time elapses therefrom A temperature difference between the front area Aa and the rear area Ab may be reduced.

When a voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 , the first section P1 is after a point in time when a voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 . ) and a temperature difference may occur in the second section P2 after the first section P1. The first section P1 and the second section P2 may be divided based on the intermediate time point TPm. The intermediate time point TPm may divide the first section P1 and the second section P2 as a first reference. The first criterion may be a predetermined criterion.

The first section P1 may include a stop section Ps in which the temperature rise values of the front area Aa and the rear area Ab are zero. In the case of the vehicle side heating window 2005 of the second embodiment, the stop period Ps may be about 10 seconds after voltage is applied to the bus bar 2300 . This is because electrons are relatively uniformly transferred to the heating member 2200 during the stop period Ps after voltage is applied to the bus bar 2300, so that the vehicle side heating window 2005 generates heat relatively uniformly. can do. Accordingly, it is possible to prevent a sudden change in the temperature of the vehicle side heating window 2005 .

Temperatures of the front area Aa and the rear area Ab in the first section P1 are lower than the temperatures of the front area Aa and the rear area Ab in the second section P2 can In the first section P1 , the temperature of the front area Aa may be higher than the temperature of the rear area Ab. In the second section P1 , the temperature of the front area Aa may be the same as or higher than the temperature of the rear area Ab.

The temperature difference between the front area Aa and the rear area Ab in the first section P1 is the difference between the front area Aa and the rear area Ab in the second section P2. It can be greater than the temperature difference.

The temperature difference of the front area Aa from the start time of the first section P1 to the end time of the first section P1 is from the start time of the second section P2 to the second section P2 ) may be greater than the temperature difference of the front area Aa at the end time point. A temperature difference between the front area Aa in any one area of the first section P1 may be greater than a temperature difference between the front area Aa in any one area of the second section P2 .

The temperature difference of the rear region Ab from the start time of the first section P1 to the end time of the first section P1 is from the start time of the second section P2 to the second section P2 ) may be greater than the temperature difference of the rear region Ab until the end time. A temperature difference between the rear region Ab in any one region of the first section P1 may be greater than a temperature difference between the rear region Ab in any one region of the second section P2.

The average temperature difference between the front area Aa and the rear area Ab in the first section P1 is between the front area Aa and the rear area Ab in the second section P2. may be greater than the average temperature difference of

The average temperature difference of the front area Aa from the start time of the first section P1 to the end time of the first section P1 is from the start time of the second section P2 to the second section ( It may be greater than the average temperature difference of the front area Aa at the end time point up to P2). The average temperature difference of the front area Aa in any one area of the first section P1 may be greater than the average temperature difference of the front area Aa in any one area of the second section P2. .

The average temperature difference of the rear region Ab from the start time of the first section P1 to the end time of the first section P1 is from the start time of the second section P2 to the second section ( It may be greater than the average temperature difference of the rear region Ab until the end point of P2). The average temperature difference of the rear region Ab in any one region of the first section P1 may be greater than the average temperature difference of the rear region Ab in any one region of the second section P2. .

The temperature increase rate of the front region Aa in the first section P1 may be greater than the temperature increase rate of the front region Aa and the temperature increase rate of the rear region Ab in the second section P2. . The temperature increase rate of the rear region Ab in the first section P1 may be greater than the temperature increase rate of the front region Aa and the temperature increase rate of the rear region Ab in the second section P2. have.

A temperature increase rate of the front region Aa in the first section P1 may be greater than a temperature increase rate of the rear region Ab in the first section P1 . A temperature increase rate of the front region Aa in the second section P2 may correspond to a temperature increase rate of the rear region Ab in the second section P2 . A temperature increase rate of the front region Aa in the second section P2 may exist in a partial region corresponding to a temperature increase rate of the rear region Ab in the second section P2 .

The second section P2 may include a partial section in which the temperature of the front area Aa is maintained the same, and may include a partial section in which the temperature of the rear area Ab is maintained the same. In this case, the temperature increase rates of the front area Aa and the rear area Ab in some sections of the second section P2 may be zero.

The rate of temperature increase in a section adjacent to the first section P1 of the second section P2 may be greater than the rate of temperature rise in a section spaced apart from the first section P1 in the second section P2 have.

The average temperature increase rate of the front region Aa in the first section P1 is higher than the average temperature increase rate of the front region Aa and the average temperature increase rate of the rear region Ab in the second section P2. can be large The average temperature increase rate of the rear region Ab in the first section P1 is the average temperature increase rate of the front region Aa and the average temperature increase rate of the rear region Ab in the second section P2 can be larger

An average temperature increase rate of the front region Aa in the first section P1 may be greater than an average temperature increase rate of the rear region Ab in the first section P1 . An average temperature increase rate of the front region Aa in the second section P2 may correspond to an average temperature increase rate of the rear region Ab in the second section P2 . An average temperature increase rate of the front region Aa in the second section P2 may exist in some regions corresponding to an average temperature increase rate of the rear region Ab in the second section P2 .

The second section P2 may include a partial section in which the temperature of the front area Aa is maintained the same, and may include a partial section in which the temperature of the rear area Ab is maintained the same. In this case, the average temperature increase rate of the front area Aa and the rear area Ab in some sections of the second section P2 may be zero.

When a voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 , the first time point TP1 is after the point in time when a voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 . And a temperature difference may occur at a second time point TP2 after the first time point TP1 .

The first time point TP1 may be any one time point in which a temperature difference between the front area Aa and the rear area Ab is the greatest in the first section P1 . The temperature of the front area Aa at the first time point TP1 may be higher than the temperature of the rear area Ab.

The second time point TP2 may be any one time point in which a temperature difference between the front area Aa and the rear area Ab is the smallest in the second section P2 . The temperature of the front area Aa at the second time point TP2 may be higher than or equal to the temperature of the rear area Ab.

Temperatures of the front area Aa and the rear area Ab may be higher at the second time point TP2 than at the first time point TP1 .

In the vehicle heating window 2005 of the second embodiment, the front area Aa and the rear area Ab may non-uniformly heat each other. This can be confirmed by data indicating that, after voltage is applied to the bus bar 2300 , the temperature increase rate of the front region Aa in the first section P1 is greater than the temperature increase rate of the rear region Ab. . Accordingly, the diacing and the defogging may occur more easily in the front area Aa positioned adjacent to the side mirror than in the rear area Ab.

Thereafter, the vehicle side heating window 2005 may be uniformly heated in the second section P2 after the intermediate time point TPm. This means that the temperature increase rate and the temperature difference between the front area Aa and the rear area Ab in the second section P2 are smaller than those of the first section P1, which is the front area Aa. ) and the rate of temperature increase of the rear region Ab can be confirmed with corresponding data.

After a voltage is applied to the bus bar 2300, the vehicle side heating window 2005 non-uniformly heats up and eventually heats up uniformly after a certain period of time has elapsed. By maintaining a constant temperature, this is to reduce thermal stress due to a temperature difference applied to the side heating window 2005 of the vehicle and secure durability. Comparing the heating characteristics of the vehicle side heating window 2005 of the first embodiment and the heating characteristic of the vehicle side heating window 2005 of the second embodiment, the following commonalities and differences can be derived.

18 is a graph illustrating a temperature rise value of a front region when the side heating window of the vehicle according to the first embodiment and the second embodiment generates heat. 19 is a graph illustrating a temperature rise value of a rear region of a side heating window of a vehicle according to the first embodiment and the second embodiment. 20 is a graph showing the temperature difference between the front region and the rear region of the side heating window of the vehicle according to the first embodiment and the second embodiment.

The horizontal axis of FIGS. 18 to 20 is time, and the vertical axis of FIGS. 18 and 19 correspond to the temperature rise values of the front area Aa and the rear area Ab. The temperature rise value is based on the temperature of the front area Aa and the temperature of the rear area Ab when voltage is applied to the upper bus bar 2310 and the lower bus bar 2320 , the front It is a value indicating the degree of temperature increase in the area Aa and the rear area Ab. The vertical axis of FIG. 20 is the temperature difference, and the temperature rise values of the front area Aa and the rear area Ab of FIGS. 18 and 19 are the reference values of the front area Aa and the rear area Ab. It shows the temperature difference. The temperature difference is obtained by subtracting the temperature increase value of the rear region Ab from the temperature increase value of the front region Aa.

18 to 20 , the vehicle side heating window 2005 of the first embodiment and the second embodiment may include the stopping section Ps. The stopping section Ps may be a section in which electrons are transferred from the control device 3000 to the heating member 2200 through the bus bar 2300 . As electrons are relatively uniformly transferred to the heating member 2200 during the stop period Ps, the vehicle side heating window 2005 can generate relatively uniform heat. Accordingly, it is possible to prevent a sudden change in the temperature of the vehicle side heating window 2005 .

Based on the stop section Ps, the rate of temperature increase in the section adjacent to the stop section Ps among the first sections P1a and P1b is, in the second section (P1a, P1b), P2a, P2b) and the adjacent section may be greater than the temperature increase rate.

Comparing the temperature rise value of the front area Aa of the first embodiment and the second embodiment in FIG. 18 , the vehicle side heating window 2005 of the second embodiment is the vehicle side of the first embodiment It heats quickly to a higher temperature than the heating window 2005 for a certain period of time. Here, the predetermined time may be the first sections P1a and P1b. The temperature of the front area Aa at any one point in the first sections P1a and P1b may be lower in the first embodiment than in the second embodiment. After the first section (P1a, P1b) ends and the midpoint (TPma, TPmb) passes, in the second section (P2a, P2b), the vehicle side heating window 2005 can generate heat while converging to a constant temperature. have.

The distance between the upper bus bar 2310 and the lower bus bar 2320 in the front area Aa of the second embodiment is the upper bus bar 2310 in the front area Aa of the first embodiment. ) and the lower bus bar 2320, the front area Aa of the second embodiment can generate heat faster than the front area Aa of the first embodiment. This is when the power per unit area is calculated by dividing all of the upper bus bars 2310 by the same length, dividing the lower bus bars 2320 to correspond thereto, so that the lower bus bars 2320 all have the same length. , because the power per unit area is inversely proportional to the distance between the upper bus bar 2310 and the lower bus bar 2320 . Accordingly, since the front area Aa of the second embodiment can generate heat faster than the front area Aa of the first embodiment, the second embodiment is higher than that of the vehicle side heating window 2005 of the first embodiment. The vehicle side heating window 2005 of the example is further optimized for the diacing and the defogging for the side mirror.

Comparing the temperature rise values of the rear region Ab of the first embodiment and the second embodiment in FIG. 19 , the rear region Ab of the first embodiment is the rear region Ab of the second embodiment ) and the temperature correspond to heat. At a point in time after voltage is applied to the bus bar 2300 , the temperature of the rear region Ab of the first embodiment may correspond to the temperature of the rear region Ab of the second embodiment. This may be because the distance between the upper bus bar 2310 and the lower bus bar 2320 positioned in the rear region Ab of the first embodiment and the second embodiment corresponds to each other. That is, in the first section P1a, P1b and the second section P2a, P2b, the temperature difference and the temperature increase rate of the rear region Ab of the first embodiment and the second embodiment may correspond .

Referring to FIG. 20 , the temperature difference between the vehicle side heating window 2005 of the second embodiment may be greater than the temperature difference of the vehicle side heating window 2005 of the first embodiment. The temperature difference is obtained by subtracting the temperature increase value of the rear region Ab from the temperature increase value of the front region Aa. When yes, the temperature difference of the second embodiment in which the temperature rise value of the front area Aa is higher may be greater than the temperature difference of the first embodiment.

Most of the temperature difference of the vehicle side heating window 2005 of the first embodiment is about 0 to 0.2. Through this, there is no difference in temperature between the front area Aa and the rear area Ab of the first embodiment, or the temperature of the front area Aa and the rear area Ab of the second exemplary embodiment to be described later. It can be confirmed that the heat is uniformly generated while generating less than the difference.

It can be seen that the temperature difference of the vehicle side heating window 2005 of the second embodiment is about 0 to 1.1, which is larger than the temperature difference of the first embodiment. That is, the temperature of the front region Aa of the second embodiment is higher than the temperature of the front region Aa of the first embodiment, and the vehicle side heating window 2005 of the second embodiment is the first Since the front area Aa heats faster than the rear area Ab compared to the vehicle side heating window 2005 of the embodiment, it can be confirmed that the vehicle side heating window 2005 heats non-uniformly as a whole.

In the vehicle side heating window 2005 of the second embodiment, the front region Aa of the second embodiment generates heat at a higher temperature than the front region Aa of the first embodiment, and the first The temperature difference between the front area Aa and the rear area Ab of the second embodiment in the section P1b is the front area Aa and the rear area of the first embodiment in the first section P1a. greater than the temperature difference between the regions Ab. Accordingly, after the control device 3000 applies a voltage to the bus bar 2300 , the front area Aa and the front area Aa and the The time it takes for the rear region Ab to converge to a constant temperature and uniformly generate heat may be longer in the second embodiment than in the first embodiment. That is, the first section P1b of the second embodiment may be longer than the first section P1a of the first embodiment. The first section P1a of the first embodiment may be shorter than the first section P1b of the second embodiment, and the second section P2a of the first embodiment is the second section P2a of the second embodiment. It may be longer than the second section P2b. Accordingly, in the intermediate time points TPma and TPmb dividing the first sections P1a and P1b and the second sections P2a and P2b, the intermediate time points TPmb of the second embodiment are It may be a later time point than the intermediate time point TPma of the example.

The first time point TP1b of the second embodiment may be later than the first time point TP1a of the first embodiment, and the second time point TP2b of the second embodiment is that of the first embodiment. It may be later than the second time point TP2a. This can be confirmed from the data in FIGS. 18 to 20 .

In the case of the first embodiment, since the first section P1a is shorter than in the second embodiment, the front area Aa and the rear area Ab generate heat while converging to a constant temperature. The second section (P2a) is reached quickly. That is, the temperature change of the vehicle side heating window 2005 is terminated earlier than in the second embodiment, and the vehicle side heating window 2005 generates heat while maintaining a constant temperature. Accordingly, the time for which thermal stress is applied to the side heating window 2005 of the vehicle is reduced, thereby minimizing damage to the side heating window 2005 of the vehicle.

In the second embodiment, the temperature difference between the front region Aa and the rear region Ab is greater than in the first embodiment, and the first section P1b is longer than in the first embodiment. This is because the time for which the front area Aa is maintained at a higher temperature than that of the rear area Ab is longer than in the first embodiment, and the front area Aa where the side mirror is located heats well. Since the diacing and defogging in the front area Aa will occur more effectively than in the rear area Ab, it is easy to secure the user's view when the vehicle 1000 is driving.

21 is a view showing the side heating window of the vehicle according to the third embodiment.

The vehicle side heating window 2005 according to the third embodiment has a different number and shape than the vehicle side heating window 2005 according to the first embodiment, and the number and shape of the lower bus bars 2320 are different from those of the vehicle side heating window 2005 according to the first embodiment. same. Therefore, in describing the vehicle side heating window 2005 according to the third embodiment, the same reference numerals are given to the components common to the first embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 21 , the vehicle side heating window 2005 according to the third embodiment may include the two lower bus bars 2320 . The lower bus bar 2320 may include the first lower bus bar 2330 and the second lower bus bar 2340 .

The first lower bus bar 2330 may be located closer to the upper bus bar 2310 than the second lower bus bar 2340 . The first lower bus bar 2330 and the second lower bus bar 2340 may be formed in a state in which they do not contact each other. The first lower bus bar 2330 and the second lower bus bar 2340 may be formed to be spaced apart from each other.

Although not shown in this figure, the vehicle side heating window 2005 according to the third embodiment has a first direction D1 or a second direction D2 that is a moving direction of the vehicle side heating window 2005 and It may include parallel imaginary lines. The virtual line may exist while passing through the first lower bus bar 2330 and the second lower bus bar 2340 . In this case, a distance between a point where the imaginary line and the first lower bus bar 2330 meet and the lower frame boundary 1240 is a point where the imaginary line and the second lower bus bar 2340 meet and the lower frame It may be shorter than the distance between the boundary portions 1240 .

The first lower bus bar 2330 corresponds to the position and shape of the lower bus bar 2320 of the second embodiment. The second lower bus bar 2340 corresponds to the position and shape of the lower bus bar 2320 of the first embodiment. The wiring 3100 may be connected to each of the first lower bus bar 2310 and the second lower bus bar 2320 . One or more wirings 3100 may be respectively connected to the first lower bus bar 2330 and the second lower bus bar 2340 . For example, the wiring 3100 may be connected to one end 2331 and/or the other end 2332 of the first lower bus bar and one end 2341 and/or the other end 2342 of the second lower bus bar. have.

In this drawing, the wiring 3100 may include a third wiring 3130 and a fourth wiring 3140 .

The third wiring 3130 may connect the first lower bus bar 2330 and the control device 3000 . The third wiring 3130 may be connected to one end 2331 of the first lower bus bar. Both ends of the third wiring 3130 may be fixed to one end 2331 of the first lower bus bar and the control device 3000 . The third wiring 3130 may be deformed or moved with a degree of freedom while both ends are fixed to one end 2331 of the first lower bus bar and the control device 3000 .

The fourth wiring 3140 may connect the second lower bus bar 2340 and the control device 3000 . The fourth wiring 3140 may be connected to one end 2341 of the second lower bus bar. Both ends of the fourth wiring 3140 may be fixed to one end 2341 of the second lower bus bar and the control device 3000 . The fourth wiring 3140 may be deformed or moved with a degree of freedom while both ends are fixed to one end 2341 of the second lower bus bar and the control device 3000 .

The third wiring 3130 and the fourth wiring 3140 may not be viewed because they are covered by the lower frame 1140 . Although the third wiring 3130 and the fourth wiring 3140 are illustrated as being connected to one end 2331 of the first lower bus bar and one end 2341 of the second lower bus bar in this drawing, the The third wiring 3130 and the fourth wiring 3140 may be connected to any position of the first lower bus bar 2330 and the second lower bus bar 2340 . The third wiring 3130 and The fourth wiring 3140 may be connected to any position of the first lower bus bar 2330 and the second lower bus bar 2340 .

22 is a waveform diagram illustrating a voltage application sequence to a first lower bus bar and a second lower bus bar according to the third embodiment.

Referring to FIG. 22 , the control device 3000 may output voltages to the first lower bus bar 2330 and the second lower bus bar 2340 , respectively. A first voltage V1 may be applied to the first lower bus bar 2330 , and a second voltage V2 may be applied to the second lower bus bar 2340 .

The control device 3000 may sequentially apply a voltage to the first lower bus bar 2330 and the second lower bus bar 2340 . The control device 3000 may control so that a voltage is not simultaneously applied to the first lower bus bar 2330 and the second lower bus bar 2340 .

The control device 3000 may apply a voltage to the first lower bus bar 2330 before the second lower bus bar 2340 . Specifically, when the control device 3000 applies the first voltage V1 to the first lower bus bar 2330 and the application of the first voltage V1 ends, the second lower bus bar 2340 ) may be applied to the second voltage V2. That is, the control device 3000 may alternately apply the first voltage V1 and the second voltage V2.

The control device 3000 may first apply the first voltage V1 to the first lower bus bar 2330 to generate heat as in the vehicle side heat generating window 2005 of the second embodiment. Thereafter, the control device 3000 may apply the second voltage V2 to the second lower bus bar 2340 to generate heat as in the vehicle side heating window 2005 of the first embodiment.

Accordingly, the vehicle side heating window 2005 may be preferentially defogged or de-iced in an area adjacent to the side mirror, so that the driver can more quickly sense the external environment.

However, since voltage application to the first lower bus bar 2330 and the second lower bus bar 2340 is not dependent on this figure, the control device 3000 controls the first voltage V1 and the second lower bus bar 2340 . By simultaneously outputting two voltages V2 , voltages may be simultaneously applied to the first lower bus bar 2330 and the second lower bus bar 2340 . Alternatively, the second voltage V2 may be first applied to the second lower bus bar 2340 according to a user's intention.

The magnitudes of the first voltage V1 and the second voltage V2 may be the same or different.

The control device 3000 may output the first voltage V1 and the second voltage V2 according to a value sensed by a sensor or a user input.

23 is a view showing the side heating window of the vehicle according to the fourth embodiment.

The vehicle side heating window 2005 according to the fourth embodiment has a different shape than the vehicle side heating window 2005 according to the third embodiment, and the shape of the first lower bus bar 2330 is different from that of the vehicle side heating window 2005 according to the third embodiment. is the same Therefore, in describing the vehicle side heating window 2005 according to the fourth embodiment, the same reference numerals are given to the components common to the third embodiment and detailed descriptions thereof are omitted.

Referring to FIG. 23 , the vehicle side heating window 2005 according to the fourth embodiment may include the two lower bus bars 2320 . The lower bus bar 2320 may include the first lower bus bar 2330 and the second lower bus bar 2340 .

The first lower bus bar 2330 may be located only in an area adjacent to the front heating window 2001 of the vehicle. The first lower bus bar 2330 may be located closer to the upper bus bar 2310 than the second lower bus bar 2340 . The length of the first lower bus bar 2330 may be shorter than that of the second lower bus bar 2340 .

One end 2331 of the first lower bus bar may be located adjacent to the front edge 2131 . One end 2331 of the first lower bus bar may be positioned adjacent to the first recessed portion 2151 . The other end 2332 of the first lower bus bar may be located in an area adjacent to the second recessed portion 2152 . The other end 2332 of the first lower bus bar may be located in a region adjacent to a middle portion of the second lower bus bar 2340 .

The first lower bus bar 2330 is formed only from a region where the first lower bus bar 2330 of the third embodiment is adjacent to the first recessed part 2151 to an area adjacent to the second recessed part 2152 . it could be

The first lower bus bar 2330 and the second lower bus bar 2340 may be hidden by the lower frame 1140 and thus not be recognized by a user.

The vehicle side heating window 2005 of the fourth embodiment may include the front area Aa and the rear area Ab. The front area Aa and the rear area Ab may be divided by positions of the first lower bus bar 2330 and the second lower bus bar 2340 .

The front area Aa may be an area including the first lower bus bar 2330 . The front area Aa may correspond to an area in which the dicing DI or the defogging DF is performed when a voltage is applied to the first lower bus bar 2330 . The front area Aa may be an area in which the side mirror is more easily seen when the diacing DI or the defogging DF is driven.

The rear area Ab may be an area including a part of the second lower bus bar 2340 .

Although not shown in this figure, the vehicle side heating window 2005 according to the fourth embodiment has a first direction D1 or a second direction D2, which is a moving direction of the vehicle side heating window 2005, and It may include parallel imaginary lines. The virtual line may exist while passing through the first lower bus bar 2330 and the second lower bus bar 2340 . In this case, a distance between a point where the imaginary line and the first lower bus bar 2330 meet and the lower frame boundary 1240 is a point where the imaginary line and the second lower bus bar 2340 meet and the lower frame It may be shorter than the distance between the boundary portions 1240 .

The length of the first lower bus bar 2330 of the fourth embodiment is shorter than that of the first lower bus bar 2330 of the third embodiment. Accordingly, by intensively defogging the area of the vehicle side heating window 2005 in which the side mirror can be viewed, the driver can see the side mirror more quickly. In addition, power consumption may be less than that of the vehicle side heating window 2005 of the third embodiment.

24 is a view showing a side heating window of a vehicle according to the fifth embodiment.

Compared to the vehicle side heating window 2005 according to the second embodiment, the vehicle side heating window 2005 according to the fifth embodiment has a different shape of the lower bus bar 2320 and the rest of the configuration is the same. . Therefore, in describing the vehicle side heating window 2005 according to the fifth embodiment, the same reference numerals are given to the components common to the second embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 24 , the vehicle side heating window 2005 according to the fifth embodiment may include the first lower bus bar 2330 and the second lower bus bar 2340 . The first lower bus bar 2330 and the second lower bus bar 2340 may be located inside the lower frame 1140 . Accordingly, the first lower bus bar 2330 and the second lower bus bar 2340 may be hidden by the lower frame 1140 and thus not be recognized by the user. The first lower bus bar 2330 and the second lower bus bar 2340 may be formed in a state in which they do not contact each other. The first lower bus bar 2330 and the second lower bus bar 2340 may be formed to be spaced apart from each other.

One end 2331 of the first lower bus bar may be located in an area adjacent to the front edge 2131 . One end 2331 of the first lower bus bar may be located in an area adjacent to the first recessed portion 2151 . The other end 2332 of the first lower bus bar may be located in an area adjacent to the second recessed portion 2152 . The first lower bus bar 2330 is the second recessed part 2152 from a region where the lower bus bar 2320 of the second embodiment is adjacent to the front edge 2131 or the first recessed part 2151. It may be formed only up to an area adjacent to .

One end 2341 of the second lower bus bar may be located in an area adjacent to the second recessed portion 2152 . The other end 2342 of the second lower bus bar may be located in a region adjacent to the rear edge 2132 . The other end 2342 of the second lower bus bar may be located in an area adjacent to the third recessed portion 2153 . The second lower bus bar 2340 has the rear edge 2132 or the third recessed part 2153 from a region where the lower bus bar 2320 of the second embodiment is adjacent to the second recessed part 2152. It may be formed only up to an area adjacent to .

The vehicle side heating window 2005 of the fifth embodiment may include a front area Aa and a rear area Ab. The front area Aa may be defined the same as the front area Aa of the fourth embodiment. The rear area Ab may be an area including the second lower bus bar 2340 . The rear area Ab may correspond to an area in which the dicing DI or the defogging DF is performed when a voltage is applied to the second lower bus bar 2340 . The rear region Ab may be defined the same as the rear region Ab of the fourth embodiment except for the differences described above.

The first lower bus bar 2330 according to the fifth embodiment may correspond to a part of the lower bus bar 2320 according to the second embodiment. The second lower bus bar 2340 according to the fifth embodiment may correspond to a part of the lower bus bar 2320 of the second embodiment. That is, the first lower bus bar 2330 and the second lower bus bar 2340 according to the fifth embodiment have a shape in which one region of the lower bus bar 2320 of the second embodiment is cut off, respectively. can be matched. The length of the first lower bus bar 2330 and the second lower bus bar 2340 may be shorter than that of the lower bus bar 2320 of the second embodiment. When the defogging or the dicing is performed by applying a voltage to the first lower bus bar 2330 , power consumption may be relatively lower than in the second embodiment.

25 is a waveform diagram illustrating a voltage application sequence to a first lower bus bar and a second lower bus bar according to the fifth embodiment.

Referring to FIG. 25 , the control device 3000 may output voltages to the first lower bus bar 2330 and the second lower bus bar 2340 , respectively. The control device 3000 may sequentially apply a voltage to the first lower bus bar 2330 and the second lower bus bar 2340 .

The control device 3000 may apply a voltage to the first lower bus bar 2330 before the second lower bus bar 2340 . Specifically, after the control device 3000 applies the first voltage V1 to the first lower bus bar 2330 and a preset time elapses, the second voltage is applied to the second lower bus bar 2340 . (V2) can be applied. That is, the control device 3000 may apply the first voltage V1 to the first lower bus bar 2330 and then simultaneously apply the first voltage V1 and the second voltage V2. have.

The control device 3000 may first apply the first voltage V1 to the first lower bus bar 2330 to generate heat as in the vehicle side heating window 2005 of the fourth embodiment. Thereafter, the control device 3000 applies the second voltage V2 to the second lower bus bar 2340 while the first voltage V1 is applied to the first lower bus bar 2330 . Thus, it can be heated like the vehicle side heating window 2005 of the second embodiment. In summary, the vehicle side heating window 2005 preferentially performs the defogging or diacing in an area adjacent to the side mirror with less power consumption than the vehicle side heating window 2005 of the second embodiment. , it can have the effect of allowing the driver to sense the external environment more quickly while increasing energy efficiency.

However, since voltage application to the first lower bus bar 2330 and the second lower bus bar 2340 is not dependent on this figure, the control device 3000 controls the first voltage V1 and the second lower bus bar 2340 . The two voltages V2 may be alternately output. This is to allow the defogging or diacing to be selectively performed only on an area desired by the driver.

26 is a cross-sectional view illustrating a cross-sectional structure of a side heating window of a vehicle according to the sixth embodiment. Based on the drawing shown in FIG. 26, up, down, left, and right direction standards may be used, and these direction standards are not dependent on this drawing.

Referring to FIG. 26 , the vehicle side heating window 2005 of the sixth embodiment includes only one sheet of the substrate 2100 compared to the vehicle side heating window 2005 of the first embodiment, and the coating layer 2500 ) may be additionally included. That is, the vehicle side heating window 2005 of the sixth embodiment may include the substrate 2100 , the heating member 2200 , the intermediate layer 2400 , and the coating layer 2500 . The vehicle side heating window 2005 may include the bus bar 2300 in contact with the heating member 2200 .

The substrate 2100 is a surface located under the vehicle side heating window 2005 of this drawing, and may be one sheet.

The heating member 2200 may be positioned adjacent to the substrate 2100 . The first surface 2230 may be a surface adjacent to the substrate 2100 , and the second surface 2240 may be a surface located in an opposite direction adjacent to the substrate 2100 .

The bus bar 2300 may be positioned adjacent to the heating member 2200 . Specifically, the bus bar 2300 may be electrically connected to the heating element 2210 . The bus bar 2300 may be positioned in contact with a portion of the second surface 2240 .

However, the position of the bus bar 2300 is not limited to the shape determined in this drawing, and the bus bar 2300 may be located adjacent to the base material 2100 . In this case, the heating element 2210 may be positioned between the substrate 2100 and the substrate 2220 .

The intermediate layer 2400 may be positioned adjacent to the heating member 2200 .

The intermediate layer 2400 may be positioned adjacent to the substrate 2100 . The intermediate layer 2400 may be positioned between the substrate 2100 and the heating member 2200 . The intermediate layer 2400 may adhere the heating member 2200 to the substrate 2100 .

The coating layer 2500 may be located on the heating member 2200 . The coating layer 2500 may be positioned in contact with the second surface 2240 and the bus bar 2300 .

The coating layer 2500 may be formed to cover the heating member 2200 and the bus bar 2300 . This is to protect the heating member 2200 and the bus bar 2300 from foreign substances introduced from the outside. In addition, the coating layer 2500 may prevent physical damage to the heating member 2200 and the bus bar 2300 due to an external impact.

The vehicle side heating window 2005 of the sixth embodiment may have a smaller weight than the vehicle side heating window 2005 of the first embodiment, so that the fuel efficiency of the vehicle 1000 may be improved. In addition, since the manufacturing process steps of the vehicle side heating window 2005 can be reduced, the manufacturing cost can be reduced.

However, the cross-sectional structure of the present embodiment may have a structure other than this drawing, and is not limited to the structure of this drawing. For example, the heating element 2210 may be directly formed on the substrate 2100 , and thus the intermediate layer 2400 may be omitted. That is, in a state in which the intermediate layer 2400 and the substrate 2220 are omitted, the heating element 2210 may be formed to directly contact the substrate 2100 . In this case, the intermediate layer 2400 may be omitted, thereby reducing the manufacturing cost.

The substrate 2100 may be located adjacent to the outside of the vehicle 1000 . The heating member 2200 , the bus bar 2300 , the intermediate layer 2400 , and the coating layer 2500 may be located closer to the inside of the vehicle 1000 than the substrate 2100 .

27 is a view showing a side heating window of a vehicle according to the seventh embodiment.

The vehicle side heating window 2005 according to the seventh embodiment has a shape of the front frame 1121 and a front frame boundary portion 1221, compared to the vehicle side heating window 2005 according to the first embodiment. The presence or absence is different, and the rest of the configuration is the same. Therefore, in describing the vehicle side heating window 2005 according to the seventh embodiment, the same reference numerals are given to the components common to the first embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 27 , in the vehicle side heating window 2005 of the seventh embodiment, the front frame 1121 and the front frame boundary portion 1221 may not exist.

The vehicle 1000 may be designed in such a way that the front frame 1121 does not exist, and the lower frame 1140 is directly connected to the upper frame 1130 . In this case, the frame boundary portion 1200 may also be designed to have a shape corresponding thereto. That is, the frame boundary portion 1200 may be designed in such a way that the front frame boundary portion 1221 does not exist and is directly connected from the lower frame boundary portion 1240 to the upper frame boundary portion 1230 . The length of the front edge 2131 of the vehicle side heating window 2005 may be shorter than that of the first embodiment. The purpose of the design of the vehicle 1000 is to reduce resistance due to wind during driving.

28 to 29 are views illustrating a side heating window of a vehicle according to an eighth embodiment. The shape of the eighth embodiment may be configured in a shape other than this drawing, and is not limited to the shape of this drawing.

The vehicle side heating window 2005 according to the eighth embodiment has a different shape of the upper bus bar 2310 than the vehicle side heating window 2005 according to the first embodiment, and the rest of the configuration is the same. do. Therefore, in describing the vehicle side heat generating window 2005 according to the eighth embodiment, the same reference numerals are given to the components common to the first embodiment, and detailed descriptions thereof are omitted.

The upper bus bar 2310 of the eighth embodiment may be formed in a metal mesh or metal grid structure.

The upper bus bar 2310 may include a plurality of first metal lines 2317 and a plurality of second metal lines 2318 . The plurality of first metal lines 2317 and the plurality of second metal lines 2318 may be formed to cross each other. The plurality of first metal lines 2317 and the plurality of second metal lines 2318 may be electrically connected to each other.

The plurality of first metal wires 2317 may be formed to extend from the front edge 2131 to the rear edge 2132 . The adjacent first metal lines 2317 may be formed to be parallel to each other.

The plurality of second metal lines 2318 may be formed to extend from the upper edge 2133 to the lower edge 2134 . The adjacent second metal lines 2318 may be formed to be parallel to each other.

The plurality of first metal lines 2317 and the plurality of second metal lines 2318 may cross each other and be formed in a matrix shape.

Referring to FIG. 28 , the upper bus bar 2310 may include the first metal line 2317 and the second metal line 2318 .

The adjacent first metal lines 2317 may have different line widths. One of the first metal lines 2317 may be formed to have the same line width in a direction extending from the front edge 2131 to the rear edge 2132 .

The plurality of first metal lines 2317 may have a smaller line width w1 from the upper edge 2133 to the lower edge 2134 . That is, among the plurality of first metal lines 2317 , the first metal line 2317 adjacent to the upper edge 2133 may have the widest line width w1 , and the first metal line 2317 adjacent to the lower edge 2134 may be The first metal line 2317 may have the thinnest line width w1. The adjacent first metal lines 2317 have a different line width w1 so that the spacing d1 between the adjacent first metal lines 2317 increases from the upper edge 2133 to the lower edge 2134 in the direction. may vary.

One second metal line 2318 may have a different line width w2 in a direction extending from the upper edge 2133 to the lower edge 2134 . The second metal line 2318 may have a thinner line width w2 from the upper edge 2133 to the lower edge 2134 . That is, the second metal line 2318 may gradually become thinner from the upper edge 2133 to the lower edge 2134 .

The second metal line 2318 may have a line width w2 corresponding to the line width w1 of the first metal line 2317 that extends from the upper edge 2133 to the lower edge 2134 and meets.

A plurality of parallel second metal lines 2318 may have shapes corresponding to each other. Each of the second metal lines 2318 may have a shape that gradually thins from the upper edge 2133 to the lower edge 2134 . A spacing d2 between the adjacent second metal lines 2318 may be changed by a different line width w2 of the adjacent second metal lines 2318 .

Referring to FIG. 29 , the upper bus bar 2310 may include the first metal line 2317 and the second metal line 2318 . The first metal line 2317 and the second metal line 2318 may be formed to have corresponding line widths w1 and w2. The first metal line 2317 and the second metal line 2318 may be formed to have the same line widths w1 and w2.

The adjacent first metal lines 2317 may have different intervals d1 from each other. The distance d1 between the plurality of first metal lines 2317 may increase from the upper edge 2133 to the lower edge 2134 . That is, the first metal lines 2317 adjacent to the upper edge 2133 may have the smallest gap d1, and the first metal lines 2317 adjacent to the lower edge 2134 may have the smallest spacing d1. It may have a large gap d1.

The adjacent second metal lines 2318 may have different intervals d2 from each other. A gap d2 between the plurality of second metal lines 2318 may gradually increase from the upper edge 2133 to the lower edge 2134 .

In summary, the occupied area per unit area of the first metal line 2317 and the second metal line 2318 may decrease from the upper edge 2133 to the lower edge 2134 . In addition, although not shown in FIGS. 28 and 29 , the thickness of the first metal line 2317 and the second metal line 2318 may decrease from the upper edge 2133 to the lower edge 2134 . . In this case, the occupied volumes per unit volume of the first metal wire 2317 and the second metal wire 2318 may decrease from the upper edge 2133 to the lower edge 2134 . Accordingly, the transmittance of the upper bus bar 2310 may increase in a direction from the upper edge 2133 to the lower edge 2134 , and the upper bus bar 2310 may be visually recognized by the driver in a gradated shape. can That is, in the upper bus bar 2310 of the eighth embodiment as described above, the proportion of the driver recognizing the upper bus bar 2310 may be relatively lower than that of the upper bus bar 2310 of the first embodiment. .

When the vehicle side heating window 2005 is positioned at the first position L1, even if a portion of the upper bus bar 2310 is not covered by the upper frame 1130, the upper bus bar 2310 A part of can be recognized by the driver as if naturally connected to the rubber packing constituting the upper frame 1130.

30 is a view showing the side heating window of the vehicle according to the ninth embodiment.

In the vehicle side heating window 2005 according to the ninth embodiment, the shape of the upper bus bar 2310 is different from that of the vehicle side heating window 2005 according to the first embodiment, and the rest of the configuration is the same. do. Therefore, in describing the vehicle side heating window 2005 according to the ninth embodiment, the same reference numerals are given to the components common to the first embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 30 , one end and/or the other end of the bus bar 2300 may be formed in a curved shape. Preferably, one end 2311 and the other end 2312 of the upper bus bar and one end 2321 and the other end 2322 of the lower bus bar may have a curved shape.

One end 2311 and the other end 2312 of the upper bus bar having a curved shape are covered by the side frame 1120 so that the driver may not be recognized. This may still not be recognized even when the vehicle side heating window 2005 moves in the first direction D1 or the second direction D2 .

When one end and the other end of the bus bar 2300 have a curved shape, the degree of hot spots may be less than that of the bus bar 2300 having an uncurved shape. Accordingly, the possibility that the vehicle side heating window 2005 is damaged due to a hot spot may be reduced.

The structure of the vehicle side heating window of the embodiment may also be applied to electrochromic. Uniform discoloration may be possible in the entire area by the structure of the vehicle side heating window of the above embodiment,

At this time, the vehicle side heating window of the embodiment can freely adjust the transmittance of sunlight flowing in from the outside. Accordingly, it is possible to control the external light irradiated to the driver, so that the user's visibility and driving convenience can be improved.

The vehicle side heating window structure of the above embodiment may be applied to energy harvesting. In this case, the electrical energy produced by the energy harvesting structure is transmitted through the bus bar to increase energy efficiency.

In addition, the vehicle side heating window structure of the above embodiment can be applied to other electric devices that can be attached to the window of the vehicle.

31 is a view of a vehicle heating window system.

The vehicle heating window system may include an input unit 4000 , a control device 3000 , and a vehicle heating window 2000 .

The input unit 4000 may output an input signal to the control device 3000 . The control device 3000 may apply a voltage to the vehicle heating window 2000 based on the input signal. The vehicle heating window 2000 may generate heat based on the voltage applied from the control device 3000 .

The input unit 4000 may output a signal regarding the state of the vehicle 1000 or a signal related to a user input. The state of the vehicle 1000 may be a state in which fogging, frost, or ice is generated in the vehicle heating window 2000 . A signal for the state of the vehicle 1000 and a signal related to a user input may be an electrical signal.

The input unit 4000 may include at least one of a sensor unit 4100 and a user interface 4200 .

The sensor unit 4100 may sense environmental information of the vehicle 1000 . The sensor unit 4100 may sense internal and external environmental information of the vehicle 1000 . The sensor unit 4100 may detect information related to the state of the vehicle heating window 2000 . The sensor unit 4100 may detect information related to transmittance of the vehicle heating window 2000 . The sensor unit 4100 may detect whether fogging, frost, or ice is generated in the vehicle heating window 2000 . The sensor unit 4100 may detect the degree of fogging, frost, or ice generation of the vehicle heating window 2000 .

The sensor unit 4100 may include at least one of an optical sensor, a humidity sensor, an infrared sensor, and a carbon dioxide sensor. The optical sensor may be a rain sensor. The sensor unit 4100 may include a plurality of sensors, and in this case, the sensor unit 4100 determines the state of the vehicle heating window 2000 based on values sensed by the plurality of sensor units 4100 . related information can be detected.

The sensor unit 4100 may output a sensor signal U10 to the control device 3000 . The sensor signal U10 may be a signal based on information related to the state of the vehicle heating window 2000 sensed by the sensor unit 4100 .

The sensor unit 4100 may output the sensor signal U10 corresponding to the occurrence of fogging, frost, or ice to the control device 3000 . Alternatively, the sensor unit 4100 may output the sensor signal U10 indicating whether fogging, frost, or ice is generated to the control device 3000 .

The user interface 4200 may be a means for receiving a command from a user. The user interface 4200 may be a part of the vehicle 1000 or a component included in a device configured separately from the vehicle 1000 .

When the user interface 4200 is a part of the vehicle 1000 , the user interface 4200 may be implemented as a button or a touch panel installed inside the vehicle 1000 .

When the user interface 4200 is a component included in a device configured separately from the vehicle 1000 , the user interface 4200 may be implemented as a mobile device wirelessly connected to the vehicle 1000 .

The user interface 4200 may output a user input signal U20 when a command is input from the user. The user input signal U20 may be a signal corresponding to the user's command.

The sensor signal U10 and the user input signal U20 may be transmitted to the control device 3000 . However, although not shown in this figure, the sensor signal U10 and the user input signal U20 may be transmitted to the control device 3000 through a separate control device. The separate control device may be a main controller that controls the entire vehicle 1000 .

When the sensor signal U10 and the user input signal U20 are transmitted to the control device 3000 through the main controller, the sensor unit 4100 and the user interface 4200 are connected to the vehicle 1000 . It may be a configuration that has already been installed or connected to . That is, the vehicle heating window system may control the vehicle heating window 2000 using the sensor unit 4100 and the user interface 4200 implemented in an existing vehicle.

The control device 3000 may receive the start signal IG. The start signal IG may be an electrical signal that makes the vehicle 1000 mechanically and electrically operable.

After receiving the start signal IG, the control device 3000 may receive the sensor signal U10 or the user input signal U20. The control device 3000 may receive the start signal IG and output a voltage when the sensor signal U10 or the user input signal U20 is input.

The control device 3000 may output a voltage based on the magnitude of the sensor signal U10 . The control device 3000 may output different voltages based on the magnitude of the sensor signal U10 .

For example, the control device 3000 may output a voltage of a different level based on the magnitude of the sensor signal U10 , and the control device 3000 may output a voltage of a different level based on the magnitude of the sensor signal U10 . It is also possible to adjust the voltage application time. Alternatively, the control device 3000 may output a voltage only when the magnitude of the sensor signal U10 exceeds a threshold value. The threshold value may be a value preset by a user.

Alternatively, the control device 3000 may output a voltage to the vehicle heating window 2000 when the sensor signal U10 is input. That is, when a non-zero voltage is transmitted to the sensor signal U10 , the control device 3000 may output a voltage. In this case, the sensor unit 4100 may be configured to output the sensor signal U10 by comparing a sensed value and a threshold value.

The vehicle heating window 2000 may generate heat by receiving a voltage from the control device 3000 . The vehicle heating window 2000 may generate heat with different intensity based on the voltage applied from the control device 3000 . The vehicle heating window 2000 may generate heat at a different heating time or with a different heat intensity.

32 is a flowchart illustrating a sequence in which dicing or defogging is performed in the control device according to the tenth embodiment.

Referring to FIG. 32 , when receiving an electrical signal, the control device 3000 of the tenth embodiment may output a voltage to perform the dicing (DI) or the defogging (DF) driving.

The dicing (DI) may be to heat the vehicle heating window 2000 to remove frost or ice generated on the vehicle heating window 2000 . The defogging DF may be to heat the vehicle heating window 2000 to remove the fogging generated on the vehicle heating window 2000 . The vehicle heating window 2000 may generate heat by receiving a voltage from the control device 3000 .

The dicing (DI) may require more heat than the defogging (DF). Accordingly, the dicing DI may have a longer heating time or greater heating intensity than the defogging DF. Specifically, when the voltages applied by the control device 3000 to the vehicle heating window 2000 are the same, the dicing (DI) time may be longer than the defogging (DF) time. When the dicing (DI) time and the defogging (DF) time are the same, the magnitude of the voltage applied by the controller 3000 may be greater for the dicing DI than the defogging DF. However, if necessary, the control device may perform dicing (DI) and defogging (DF) at the same voltage and time.

The control device 3000 may be driven in a dicing mode M1 and a defogging mode M2.

The control device 3000 may first receive the start signal IG. When the start signal IG is transmitted to the control device 3000 , the control device 3000 may activate the dicing mode M1 .

The dicing mode M1 is a state in which the control device 3000 is set to perform dicing (DI) driving. The dicing mode M1 may be a mode that is automatically set when the start signal IG is input to the control device 3000 .

The control device 3000 may perform the dicing DI driving through a first step S1 in the dicing mode M1.

The first step S1 may be a step in which the control device 3000 determines whether it is necessary to perform the DI driving. The control device 3000 may determine whether the dicing (DI) driving is necessary based on the magnitude of the sensor signal U10. Alternatively, the control device 3000 may determine whether the dicing (DI) driving is necessary based on whether the sensor signal U10 is input.

If the control device 3000 determines whether or not the dicing (DI) driving is necessary based on the magnitude of the sensor signal U10, the first step S1 is that the control device 3000 determines whether the sensor signal ( It may be a step of determining whether the dicing (DI) driving is necessary based on the size of U10). In this case, in the first step ( S1 ), the control device 3000 may determine whether the dicing (DI) driving is necessary by comparing a preset threshold value with the sensor signal U10.

If the control device 3000 determines whether or not the dicing (DI) driving is necessary based on whether the sensor signal U10 is input, the first step S1 is that the control device 3000 performs the sensor signal It may be a step of determining whether the dicing (DI) driving is necessary based on whether U10 is input.

When the control device 3000 determines that it is necessary to perform the dicing (DI) driving in the first step S1 , the control device 3000 may perform the dicing (DI) driving.

Alternatively, when the user input signal U20 is input regardless of the input or the magnitude of the sensor signal U10 , the control device 3000 may perform the dicing (DI) driving.

When the dicing (DI) driving is finished, the control device 3000 may end the dicing mode M1. However, if the control device 3000 determines that the dicing (DI) driving is not necessary in the first step (S1), the control device 3000 may not perform the dicing (DI). . Specifically, when it is determined that the sensor signal U10 or the user input signal U20 is not input to the control device 3000 in the first step S1, the control device 3000 performs the dicing (DI) may not be performed. In this case, the dicing mode M1 may be terminated after a preset time elapses. The preset time may be a time that can be arbitrarily set by a user, or may be a time set from the time of manufacturing the vehicle 1000 .

The preset time may be calculated based on an input time of the start signal IG. That is, the control device 3000 may set the dicing mode M1 based on the start signal IG input time. In other words, the control device 3000 activates the dicing mode M1 when the start signal IG is input, and the sensor signal U10 for a predefined time from the start signal IG input time. Alternatively, when the user input signal U20 is not input, the dicing mode M1 may be terminated.

When the dicing mode M1 ends, the control device 3000 may activate the defogging mode M2.

The defogging mode M2 is a state in which the control device 3000 is set to perform the defogging DF. The defogging mode M2 may be a mode automatically set when the dicing mode M1 is terminated. The defogging mode M2 may be terminated when the engine of the vehicle 1000 is turned off.

The control device 3000 may perform the defogging (DF) driving through a second step ( S2 ) in the defogging mode ( M2 ).

The second step S2 may be a step in which the control device 3000 determines whether the defogging DF is required. The control device 3000 may determine whether the defogging DF is required to be driven based on the magnitude of the sensor signal U10 . Alternatively, the control device 3000 may determine whether the defogging DF is required to be driven based on whether the sensor signal U10 is input.

If the control device 3000 determines whether the defogging (DF) driving is necessary based on the magnitude of the sensor signal U10, the second step (S2) is that the control device 3000 determines whether the sensor signal ( It may be a step of determining whether the defogging (DF) is required to be driven based on the size of U10). In this case, in the second step ( S2 ), the control device 3000 may determine whether the defogging (DF) driving is necessary by comparing a preset threshold value with the sensor signal U10.

The threshold value that the controller 3000 compares with the sensor signal U10 in the first step S1 and the second step S2 may be different from each other. The threshold value required for the defogging (DF) driving may be smaller than the threshold value required for the dicing (DI) driving.

If the control device 3000 determines whether the defogging DF is required to be driven based on whether the sensor signal U10 is input, the second step S2 is that the control device 3000 sends the sensor signal It may be a step of determining whether the defogging (DF) is required to be driven based on whether (U10) is input.

If the control device 3000 determines that it is necessary to perform the defogging (DF) driving in the second step S2, the control device 3000 may perform the defogging (DF) driving.

Alternatively, the control device 3000 may perform the defogging (DF) operation when the user input signal U20 is input regardless of the input or the magnitude of the sensor signal U10 .

However, if the control device 3000 determines that the defogging (DF) operation is not necessary in the second step (S2), the control device 3000 may not perform the defogging (DF). . Specifically, when it is determined that the sensor signal U10 or the user input signal U20 is not input to the control device 3000 in the second step S2, the control device 3000 performs the defogging (DF) may not be performed.

Even when the control device 3000 performs the defogging DF driving as well as when it is not, the defogging mode M2 is not terminated and may be maintained in an activated state. That is, even after the dicing DI and/or the defogging DF are finished, the defogging mode M2 may still be activated. Accordingly, when the sensor signal U10 or the user input signal U20 is input to the control device 3000 during the driving period of the vehicle 1000, the control device 3000 continuously performs the defogging (DF). ) can be done.

The control device 3000 may automatically activate the dicing mode M1 after the start signal IG is input to the control device 3000 . Since the DI can be performed according to the situation of the vehicle 1000 without a separate user input, it is convenient and it is possible to remove the frost or ice more quickly.

Since the defogging mode M2 is sequentially activated when the dicing mode M1 is terminated, the defogging DF can be performed according to the situation of the vehicle 1000 even without a separate user input. Therefore, it is convenient and it can be possible to remove the fogging more quickly.

33 is a waveform diagram illustrating time and voltage when the control device according to the tenth embodiment performs dicing and defogging. The horizontal axis of the table represents time, and the vertical axis represents voltage.

Referring to FIG. 33 , the control device 3000 performs the dicing DI when the dicing mode M1 is activated, and the defogging DF when the defogging mode M2 is activated. ) can be done.

When receiving the start signal IG, the control device 3000 may activate the dicing mode M1.

When the sensor signal U10 is input to the control device 3000 in the dicing mode M1, the control device 3000 may output a voltage to drive the dicing DI. . In this case, the control device 3000 may output the third voltage V3. When the sensor signal U10 is input to the control device 3000 in the dicing mode M1, the control device 3000 outputs the third voltage V3 for a predetermined time to the dicing (DI) driving can be performed. In this case, the control device 3000 may output the third voltage V3 for a first time t1 to drive the dicing DI.

After the control device 3000 performs the dicing DI, the dicing mode M1 may be terminated. When the dicing mode M1 is terminated, the control device 3000 may activate the defogging mode M2.

When the sensor signal U10 is input to the control device 3000 in the defogging mode M2, the control device 3000 may output a voltage to perform the defogging DF. In this case, the control device 3000 may output the fourth voltage V4. When the sensor signal U10 is input to the control device 3000 in the defogging mode M2, the control device 3000 outputs the fourth voltage V4 for a predetermined time to perform the defogging. (DF) can be driven. In this case, the control device 3000 may output the fourth voltage V4 for a second time t2 to drive the defogging DF.

In the defogging mode M2 , the controller 3000 may determine whether to perform the defogging DF driving according to the magnitude of the sensor signal U10 . The control device 3000 may perform the defogging DF when a signal greater than or equal to the threshold value Uth is input. That is, as shown in the figure, when a signal equal to or less than the threshold value Uth is input, the defogging DF is not performed. When a signal greater than or equal to the threshold value Uth is input, the defogging DF is performed. can do. Although not shown in this figure, when the control device 3000 determines whether the dicing (DI) driving is performed in the dicing mode M1, the same determination is made, and the control device 3000 performs the The dicing DI may be driven.

The defogging mode M2 may still be activated even after the defogging DF is driven as long as the vehicle 1000 is not turned off. Accordingly, when the sensor signal U10 is continuously input to the control device 3000 in the defogging mode M2, the control device 3000 may repeatedly perform the defogging DF.

The control device 3000 of the tenth embodiment may output a pulse having a different power according to a mode. A pulse that the control device 3000 can output in the dicing mode M1 and a pulse that the control device 3000 can output in the defogging mode M2 have different powers can The control device 3000 may output pulses having different powers when performing the dicing (DI) driving and when performing the defogging driving (DF).

The control device 3000 may output a pulse having a first power w1 when the dicing (DI) driving is performed, and a second power w2 when the defogging (DF) driving is performed. It is possible to output a pulse with

When performing the dicing (DI) driving, the control device 3000 may output the third voltage V3 for a first time t1 . At this time, the output power may be the first power w1. When performing the defogging (DF) driving, the control device 3000 may output the fourth voltage V4 for a second time t2 . At this time, the output power may be the second power w2. The first power w1 may be greater than the second power w2.

The first power w1 may be proportional to the magnitude of the third voltage V3 and the length of the first time t1 , and the second power w2 is the magnitude of the fourth voltage V4 . and the length of the second time t2. In this figure, the third voltage V3 and the fourth voltage V4 have the same magnitude, and the controller 3000 determines the lengths of the first time t1 and the second time t2. It is possible to control the amount of output power. In this case, the first time t1 may be longer than the second time t2.

When the dicing (DI) driving is performed, the control device 3000 may output relatively higher power than when the defogging (DF) driving is performed. Accordingly, it is possible to more effectively remove frost or ice that may exist at the stage when the vehicle 1000 is started.

34 is a waveform diagram showing defogging driving of the control device according to the tenth embodiment.

Referring to FIG. 34 , the control device 3000 of the tenth embodiment may continuously perform the defogging DF in the defogging mode M2.

In the defogging mode M2 , the control device 3000 may repeatedly receive the sensor signal U10 . The sensor signal U10 may be a signal greater than or equal to the threshold value Uth. In this case, the control device 3000 may continuously perform the defogging (DF) driving.

If fogging continues to occur in the vehicle heating window 2000 , the sensor unit 4100 may continuously output the sensor signal U10 even when the defogging DF is being driven. In this case, the control device 3000 may receive the sensor signal U10 as an input.

When the control device 3000 receives the sensor signal U10 while performing the defogging (DF) driving, the control device 3000 may continuously perform the defogging (DF) driving. The control device 3000 may perform the driving of the defogging DF for a relatively long time. The control device 3000 may drive the defogging DF for a longer time than the second time t2 .

The control device 3000 may perform the defogging DF in response to the last inputted sensor signal U10 and then end the defogging DF.

Although not shown in this figure, the control device 3000 may continuously perform the dicing DI in the dicing mode M1 like the defogging DF.

In the dicing mode M1 , the control device 3000 may repeatedly receive the sensor signal U10 . The sensor signal U10 may be a signal greater than or equal to the threshold value Uth. In this case, the control device 3000 may continuously perform the dicing DI. When frost or ice continues to exist in the vehicle heating window 2000 , the sensor unit 4100 may continuously output the sensor signal U10 even when the dicing DI is being driven. In this case, the control device 3000 may receive the sensor signal U10 as an input. In this case, the sensor signal U10 input to the control device 3000 may be a signal equal to or greater than the threshold value Uth.

When the control device 3000 receives a signal greater than or equal to the threshold value Uth while performing the dicing (DI) driving, the control device 3000 may continuously perform the dicing (DI) driving. . The control device 3000 may drive the dicing DI for a relatively long time. The control device 3000 may drive the dicing DI for a longer time than the first time t1 .

The control device 3000 may end the dicing DI after performing the dicing DI in response to the last inputted sensor signal U10 .

When the control device 3000 performs the driving of the dicing DI or the defogging DF for a longer period of time, the control device 3000 may relatively quickly generate fogging or It can remove frost, ice, etc. Accordingly, it may be much easier to secure the driver's field of vision when the vehicle 1000 is being driven.

35 is a waveform diagram showing dicing and defogging driving of the control device according to the tenth embodiment.

Referring to FIG. 35 , the control device 3000 of the tenth embodiment may repeatedly perform the defogging DF.

In the defogging mode M2 , the control device 3000 may repeatedly receive the sensor signal U10 . The sensor signal U10 may be a signal greater than or equal to the threshold value Uth. In this case, the control device 3000 may continuously perform the defogging DF.

If fogging continues to occur in the vehicle heating window 2000 , the sensor unit 4100 may continuously output the sensor signal U10 even when the defogging DF is being driven. In this case, the control device 3000 may receive the sensor signal U10 as an input.

When the control device 3000 receives the sensor signal U10 while performing the defogging (DF) driving, the control device 3000 may repeatedly perform the defogging (DF) driving. The control device 3000 may perform the driving of the defogging DF for a relatively long time.

However, the control device 3000 may perform an overheat prevention operation to prevent overheating of the vehicle heating window 2000 . The overheat prevention operation may be an operation in which the control device 3000 stops the voltage output to the vehicle heating window 3000 during the overheat prevention period.

The control device 3000 may perform the overheat prevention operation when the sensor signal U10 is repeatedly input to the control device 3000 several times while the defogging DF is being driven. The number of times of input of the sensor signal U10 that causes the control device 3000 to perform the overheat prevention operation may be predefined. Preferably, the sensor signal U10 may be repeatedly input to the control device 3000 three or more times. The control device 3000 may extend the defogging DF driving time whenever the sensor signal U10 is input. The control device 3000 may perform the defogging DF driving for a third time t3 .

When the input number of the sensor signal U10 satisfies the overheat prevention operation condition, the control device 3000 may not output a voltage during the overheat prevention period. The overheat prevention period may be a fourth time t4. The third time t3 may be longer than the second time t2 , and the fourth time t4 may be shorter than the second time t2 .

When the control device 3000 performs the defogging (DF) operation for a preset time, the control device 3000 may perform the overheat prevention operation. The preset time may be a time that can be arbitrarily set by a user, or may be a time set from the time of manufacturing the vehicle 1000 . The preset time may be the third time t3.

When the defogging (DF) driving execution time satisfies the overheat prevention operation condition, the control device 3000 may not output a voltage during the fourth time t4 which is the overheat prevention period. The third time t3 may be longer than the second time t2 , and the fourth time t4 may be shorter than the second time t2 .

When the fourth time t4 elapses after the control device 3000 performs the overheat prevention operation described above, the control device 3000 drives the defogging DF regardless of the input of the sensor signal U10. can be resumed. That is, when the fourth time t4 has elapsed, the control device 3000 may again output the fourth voltage V4 to perform the defogging DF driving.

Alternatively, after performing the overheat prevention operation, the control device 3000 may perform the defogging (DF) driving in response to the sensor signal U10 input after the fourth time t4 has elapsed. . That is, when the sensor signal U10 is input to the control device 3000 after the fourth time t4 has elapsed, the control device 3000 outputs the fourth voltage V4 and the defogging ( DF) driving can be performed. This is because the control device 3000 performs the overheat prevention operation, and the defogging (DF) driving is terminated, and then a new defogging (DF) driving is started by the newly inputted sensor signal U10. it could be The control device 3000 may perform the defogging DF in response to the last inputted sensor signal U10 and then end the defogging DF.

All of the defogging (DF) driving types after performing the overheat prevention operation described above are shown in this figure, but are not limited thereto, which may be preset by the user or may be preset when the vehicle 1000 is manufactured. have.

Although not shown in this figure, the control device 3000 repeats the sensor signal U10 even when the dicing DI is being driven in the dicing mode M1 like the defogging DF. can be input. In this case, the control device 3000 may continuously perform the dicing DI.

However, when the control device 3000 satisfies the overheat prevention operation condition in the dicing mode M1 , the control device 3000 may perform the overheat prevention operation. The overheat prevention operation condition of the control device 3000 in the dicing mode M1 may be the same as the overheat prevention operation condition of the control device 3000 in the defogging mode M2 .

When the control device 3000 satisfies the overheat prevention operation condition, the control device 3000 may perform the dicing DI driving for a longer time than the first time t1, and the overheating It may not be performed for a time shorter than the first time t1, which is the prevention period.

If the control device 3000 does not perform the dicing DI in the overheat prevention section, the dicing DI driving is terminated. When the driving of the dicing DI is terminated, the dicing mode M1 may be terminated, and the defogging mode M2 may be activated.

If the defogging DF or the diacing DI is continuously driven for a long time, the vehicle heating window 2000 may be overheated. In this case, the vehicle heating window 2000 may be broken. Therefore, in order to prevent such a risk, the control device 3000 may perform an overheat prevention operation.

36 is a waveform diagram illustrating dicing and defogging driving of the control device according to the tenth embodiment.

Referring to FIG. 36 , when the control device 3000 of the tenth embodiment receives the sensor signal U10 or the user input signal U20, the dicing (DI) or the defogging (DF) is driven. can be performed.

In the dicing mode M1 or the defogging mode M2 , the control device 3000 may receive the sensor signal U10 and the user input signal U20 . In this case, the control device 3000 may perform the dicing (DI) or the defogging (DF) driving.

In the dicing mode M1 or the defogging mode M2 , the sensor signal U10 may be periodically transmitted to the control device 3000 . However, unlike the sensor signal U10 , the user input signal U20 may not be periodically transmitted to the control device 3000 . The user input signal U20 may be output through the user interface 4200 when a user desires. Accordingly, the control device 3000 may receive the user input signal U20 at any time.

The user input signal U20 may include a dicing signal U21 and a defogging signal U22. The dicing signal U21 may be an electrical signal output by a user through the user interface 4200 in the dicing mode M1. The defogging signal U22 may be an electrical signal output by a user through the user interface 4200 in the defogging mode M2.

When the sensor signal U10 and the dicing signal U21 are transmitted to the control device 3000 in the dicing mode M1, the control device 3000 performs the dicing (DI) driving. can When the sensor signal U10 and the defogging signal U22 are transmitted to the control device 3000 in the defogging mode M2, the control device 3000 performs the defogging (DF) driving. can

Although not shown in this figure, when the dicing signal U21 is transmitted to the control device 3000 while the dicing DI is being driven, the control device 3000 transmits the sensor signal U10. It is possible to continuously perform the dicing (DI) driving as transmitted. When the defogging signal U22 is transmitted to the control device 3000 while the defogging DF is being driven, the control device 3000 continues the same as the sensor signal U10 is transmitted. Defogging (DF) driving may be performed. That is, when the control device 3000 receives the user input signal U20 while performing the dicing DI and defogging DF, as shown in FIGS. 34 to 35 , the dicing DI and or The defogging (DF) operation may be performed.

The user may output the user input signal U20 through the user interface 4200 even if fogging, ice, or frost does not occur in the vehicle heating window 2000 . That is, the user may output the user input signal U20 through the user interface 4200 at a time desired by the user. The user may enable the dicing (DI) and the defogging (DF) to be driven when desired.

37 is a waveform diagram showing dicing and defogging driving of the control device according to the eleventh embodiment. The horizontal axis of the table represents time, and the vertical axis represents voltage.

In the control device 3000 according to the eleventh embodiment, activation conditions of the dicing mode M1 and the defogging mode M2 are different from those of the control device 3000 according to the tenth embodiment. and the rest of the configuration is the same. Therefore, in describing the control device 3000 according to the eleventh embodiment, the same reference numerals are assigned to the components common to the tenth embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 37 , the control device 3000 of the eleventh embodiment performs the dicing DI in the dicing mode M1 and the defogging DF in the defogging mode M2. can do.

When receiving the start signal IG, the control device 3000 may activate the dicing mode M1. In general, when an electrical signal is input to the control device 3000 in the dicing mode M1, the control device 3000 performs the dicing (DI) driving and ends the dicing mode M1. can do. However, when no electrical signal is input to the control device 3000 in the dicing mode M1, the control device 3000 may end the dicing mode M1 after a preset time elapses. The preset time may be a time that can be arbitrarily set by a user, or may be a time already set in the vehicle 1000 .

In the dicing mode M1 , the control device 3000 may receive the sensor signal U10 and the user input signal U20 . In the dicing mode M1 , the control device 3000 may receive not only the sensor signal U10 and the dicing signal U21 but also the defogging signal U22 .

In the dicing mode M1, the control device 3000 may receive the defogging signal U22 in a state in which the dicing (DI) driving is not performed as shown in this figure, or The defogging signal U22 may be received while the icing (DI) driving is performed.

When the control device 3000 receives the defogging signal U22 in a state in which the dicing (DI) driving is not performed in the dicing mode M1, the control device 3000 performs the defogging (DF) driving can be performed. That is, in this case, the control device 3000 terminates the dicing mode M1 and activates the defogging mode M2 even when the preset time set for the dicing mode M1 to be activated has elapsed. Thus, the defogging DF may be driven.

Although not shown in this figure, when the control device 3000 receives the defogging signal U22 while performing the dicing (DI) driving in the dicing mode M1, the control device 3000 may perform the defogging (DF) operation. That is, in this case, the control device 3000 performs the dicing DI driving and terminates the dicing mode M1, and activates the defogging mode M2 to perform the defogging DF. driving can be performed.

Even when the control device 3000 drives the dicing DI in the dicing mode M1, the user may desire to drive the defogging DF for reasons such as fuel economy reduction. In this case, the user may directly output the defogging signal U22 through the user interface 4200, and the control device 3000 receives the defogging signal U22 and performs the defogging DF. driving can be performed.

The user may output the defogging signal U22 through the user interface 4200 when the user desires. The user may terminate the dicing mode M1 at a desired time and activate the defogging mode M2 to enable the defogging DF to be driven.

38 to 39 are flowcharts and waveform diagrams illustrating that the control device according to the twelfth embodiment performs dicing and defogging and then dicing again.

The control device 3000 according to the twelfth embodiment is different from the control device 3000 according to the tenth embodiment in whether the dicing (DI) is driven in the defogging mode M2. The rest of the configuration is the same. Accordingly, in describing the control device 3000 according to the twelfth embodiment, the same reference numerals are assigned to the components common to the tenth embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 38 , the control device 3000 may drive the dicing DI in the defogging mode M2.

When the vehicle 1000 is running while the defogging mode M2 is activated, frost or ice may not be removed from the vehicle heating window 2000 even if the defogging DF is performed. In this case, in the defogging mode M2, the user may request to drive the dicing DI. The vehicle heating window 2000 may need to perform the dicing DI in the defogging mode M2.

When the user interface 4200 outputs the dicing signal U21 through a user input in the defogging mode M2, the control device 3000 receives the dicing signal U21 and receives the A dicing (DI) operation may be performed.

Alternatively, even if the defogging DF is driven in the defogging mode M2 to remove ice, frost, or fog existing in the vehicle heating window 2000 , or only fogging exists, the user may (DI) operation may be requested. In this case, the user interface 4200 may output the dicing signal U21 by a user input in the defogging mode M2, and the controller 3000 may output the dicing signal U21. may be transmitted and the dicing (DI) driving may be performed.

Although not shown in this figure, even when the control device 3000 does not perform the defogging (DF) driving after the second step (S2) in the defogging mode M2, the user's When the dicing signal U21 is output from the user interface 4200 by an input, the control device 3000 may receive the dicing signal U21 and perform the dicing (DI) driving. .

The control device 3000 may perform the dicing (DI) driving regardless of whether the defogging (DF) driving is performed in the defogging mode M2. That is, when the dicing signal U21 is transmitted to the control device 3000 in the defogging mode M2 , the control device 3000 may drive the dicing DI.

Referring to FIG. 39 , the dicing DI driving may include a first dicing DI1 driving and a second dicing DI2 driving.

The first dicing DI1 may be the dicing DI performed by the controller 3000 in the dicing mode M1 .

The second dicing DI2 may be the dicing DI performed by the controller 3000 in the defogging mode M2 . The control device 3000 may drive the second dicing DI2 only when the dicing signal U21 is input in the defogging mode M2.

The control device 3000 may drive the second dicing DI2 at the same voltage and time as the voltage and time required for driving the first dicing DI1 . The control device 3000 may drive the second dicing DI2 with the third voltage V3 for the first time t1 like driving the first dicing DI1. have. The driving of the first dicing DI1 and the driving of the second dicing DI2 may be the same as the driving of the dicing DI performed by the control device 3000 of the tenth embodiment.

The user may enable the DI to be driven at any time when he/she wants. For example, even when frost or ice is generated on the vehicle heating window 2000 while the vehicle 1000 is driving, or even when only fogging exists in the vehicle heating window 2000, the user can always ) can be enabled to operate.

40 is a waveform diagram showing the dicing and defogging driving of the control device according to the twelfth embodiment.

The control device 3000 according to the twelfth embodiment is different from the control device 3000 according to the tenth embodiment in whether the defogging DF is driven in the dicing mode M1. The rest of the configuration is the same. Accordingly, in describing the control device 3000 according to the twelfth embodiment, the same reference numerals are assigned to the components common to the tenth embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 40 , the control device 3000 of the twelfth embodiment may perform the defogging DF when receiving the defogging signal U22 in the dicing mode M1.

In the dicing mode M1 , the control device 3000 may receive the sensor signal U10 and the user input signal U20 . In the dicing mode M1 , the control device 3000 may receive the dicing signal U21 and the defogging signal U22 .

When the dicing DI is driven in the dicing mode M1 , the control device 3000 may receive the defogging signal U22 . When the defogging signal U22 is input to the control device 3000 in the dicing mode M1, the control device 3000 may end the driving of the dicing DI. When the driving of the dicing DI is finished, the control device 3000 may terminate the dicing mode M1 and activate the defogging mode M2 to perform the defogging DF driving. have.

Although not shown in this figure, when the dicing DI is not driven in the dicing mode M1 , the control device 3000 may receive the defogging signal U22 . In this case, the dicing mode M1 may be terminated before a preset time elapses. When the dicing mode M1 is terminated, the control device 3000 may activate the defogging mode M2 to perform the defogging DF driving.

The defogging (DF) driving consumes less energy than the dicing (DI) driving, and thus may be effective in reducing fuel. For the above reasons, the user may want the defogging (DF) driving instead of the dicing (DI) driving in the dicing mode M1. When the defogging signal U22 is manually input through the user interface 4200, the control device 3000 may perform the defogging DF at any time.

41 is a waveform diagram showing dicing and defogging driving in the control device according to the thirteenth embodiment.

Compared to the control device 3000 according to the tenth embodiment, the control device 3000 according to the thirteenth embodiment has the same configuration except that the end signal U23 is added. Therefore, in describing the control device 3000 according to the thirteenth embodiment, the same reference numerals are assigned to the components common to the tenth embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 41 , when an end signal U23 is input to the control device 3000 , the control device 3000 may end the dicing (DI) or the defogging (DF) driving. have.

In the dicing mode M1 or the defogging mode M2 , the control device 3000 may receive the end signal U23 . The end signal U23 may be the user input signal U20 . The end signal U23 may be output from the input unit 4000 only when a user inputs a command through the user interface 4200 .

When the end signal U23 is transmitted to the control device 3000 , the control device 3000 may end the dicing DI and defogging DF driving. When the end signal U23 is transmitted to the control device 3000 while the dicing DI is being driven in the dicing mode M1, the dicing DI driving may be terminated. When the dicing (DI) driving is finished, the control device 3000 may terminate the dicing mode M1 and activate the defogging mode M2. When the end signal U23 is transmitted to the control device 3000 while the defogging DF is being driven in the defogging mode M2, the defogging DF driving may be terminated.

When the fogging, frost or ice generated in the vehicle heating window 2000 is removed while the dicing DI or the defogging DF is being driven, the user can no longer use the dicing DI or the defogging. You may not want to drive (DF). In this case, the user may output the end signal U23 through the user interface 4200 to end the driving of the dicing DI or the defogging DF. This may have the effect of meeting user needs and saving fuel. In addition, since the driving of the dicing DI and the defogging DF is terminated earlier than a predetermined time, relatively less heat is applied to the vehicle heating window 2000, maintaining the durability of the vehicle heating window 2000, etc. may have the effect of

42 is a waveform diagram showing the dicing and defogging driving of the control device according to the fourteenth embodiment. The horizontal axis of the table represents time, and the vertical axis represents voltage.

Compared to the control device 3000 according to the tenth embodiment, the control device 3000 according to the fourteenth embodiment has a different configuration of the dicing (DI) and the defogging (DF) driving, and the rest The configuration is the same. Therefore, in describing the control device 3000 according to the eleventh embodiment, the same reference numerals are assigned to the components common to the tenth embodiment, and detailed descriptions thereof are omitted. In addition, the fourteenth embodiment may include the configuration of the control device 3000 of the eleventh to thirteenth embodiments based on the tenth embodiment.

Referring to FIG. 42 , the control device 3000 of the fourteenth embodiment controls the dicing DI in the dicing mode M1 and the defogging DF in the defogging mode M2. can be done

The control device 3000 of the fourteenth embodiment may output a pulse having a first power w1 when performing the dicing (DI) driving, and may output a pulse having a first power w1 when performing the defogging (DF) driving. A pulse having 2 power w2 may be output.

When performing the dicing (DI) driving, the control device 3000 may output the third voltage V3 for a first time t1 . At this time, the output power may be the first power w1. When performing the defogging (DF) driving, the control device 3000 may output the fourth voltage V4 for a second time t2 . At this time, the output power may be the second power w2. The first power w1 may be greater than the second power w2.

The first power w1 may be proportional to the magnitude of the third voltage V3 and the first time t1, and the second power w2 may be proportional to the magnitude of the fourth voltage V4 and the It may be proportional to the second time t2. In this figure, the first time t1 and the second time t2 are the same, and the control device 3000 controls the third voltage V3 and the fourth voltage V4 to The amount of output power can be adjusted. In this case, the third voltage V3 may be greater than the fourth voltage V4.

Compared with the tenth embodiment, the first time t1 in the fourteenth embodiment may be shorter than the first time t1 in the tenth embodiment. The second time t2 of the fourteenth embodiment may be the same as the second time t2 of the tenth embodiment.

When the dicing (DI) driving is performed, the control device 3000 may output relatively higher power than when the defogging (DF) driving is performed. When the control device 3000 performs dicing (DI) driving while controlling the magnitudes of the third voltage V3 and the fourth voltage V4, the control device 3000 of the fourteenth embodiment is The dicing DI may be driven for a shorter period of time compared to the control device 3000 of the tenth embodiment. Accordingly, the driver's field of vision can be secured faster than when the vehicle 1000 is being driven.

43 is a view of a vehicle heating window system.

Referring to FIG. 43 , the input unit 4000 may output the sensor signal U10 and the user input signal U20 . The control device 3000 may apply a voltage to the vehicle heating window 2000 based on the sensor signal U10 and the user input signal U20 . The vehicle heating window 2000 may generate heat based on the voltage applied from the control device 3000 . The vehicle heating window 2000 may include a front heating window 2001 , a rear heating window 2003 , and a side heating window 2005 .

44 is a waveform diagram illustrating a sequence in which a control device applies a voltage to a vehicle heating window.

Referring to FIG. 44 , the control device 3000 of the tenth embodiment may apply a voltage to the vehicle heating window 2000 with a time difference.

Among the vehicle heating windows 2000 , the vehicle side heating window 2005 may include the front area Aa and the rear area Ab. The front area Aa and the rear area Ab are two like the vehicle side heating window 2005 of the fourth embodiment (see FIG. 14) and the fifth embodiment (see FIG. 15) described above. It may exist when the lower bus bar 2320 is included.

The control device 3000 may preferentially drive the dicing DI and the defogging DF to the front heating window 2001 and the front area Aa of the vehicle. The front heating window 2001 of the vehicle is located in the driver's general driving direction, and the front area Aa corresponds to an area adjacent to the side mirror. Since these correspond to areas in which it is essential to secure a driver's view when the vehicle 1000 is driving, there is a need to first perform the dicing DI and the defogging DF.

After the diacing DI and defogging DF for the front heating window 2001 and the front area Aa of the vehicle are finished, the control device 3000 controls the rear area Ab and the The dicing (DI) and the defogging (DF) driving may be performed on the rear heating window 2003 of a vehicle. The rear area Ab and the rear heating window 2003 of the vehicle may not be areas in which a driver's field of vision is essential when the vehicle 1000 is driven. Accordingly, the dicing DI and the defogging DF may be performed later than the front heating window 2001 and the front area Aa of the vehicle.

In general, the voltage that the vehicle 1000 can use while driving is limited to 12V. If the control device 3000 drives the dicing DI and the defogging DF by simultaneously applying a voltage to the vehicle heating window 2000, the control device 3000 generates a large amount of voltage at once. It may be overloaded because it has to output. Therefore, the control device 3000 divides the vehicle heating window 2000 to perform the dicing (DI) and defogging (DF) driving, so as to generate heat from an area necessary for driving the vehicle 1000 . . The control device 3000 preferentially performs the diacing (DI) and the defogging (DF) on the front heating window 2001 and the front area Aa of the vehicle, and then the rear area Ab and The dicing (DI) and the defogging (DF) may be performed on the rear heating window 2003 of the vehicle.

The order of starting and ending the driving of the dicing (DI) or defogging (DF) for the vehicle heating window 2000 may not depend on FIG. 44 .

The dicing (DI) or defogging (DF) driving for the front heating window 2001 and the front area Aa of the vehicle is performed for the rear area Ab and the rear heating window 2003 of the vehicle. The dicing (DI) or defogging (DF) operation may be started or may be ended after the operation is finished. The dicing (DI) or defogging (DF) driving of the front heating window 2001 and the front area Aa of the vehicle is performed in the rear area Ab and the rear heating window 2003 of the vehicle. When the icing (DI) or the defogging (DF) driving is finished, it may be terminated at the same time. Alternatively, the control device 3000 may perform the dicing (DI) or defogging for the front heating window 2001, the vehicle side heating window 2005, and the vehicle rear heating window 2003, respectively or simultaneously. (DF) can be performed.

1121: front frame
1122: rear frame
1130: upper frame
1140: lower frame
1150: opening
1221: front frame border
1222: rear frame border
1230: upper frame border
1240: lower frame border
2131: front edge
2132: rear edge
2133: upper edge
2134: lower edge
2141: first protrusion
2142: second protrusion
2151: first depression
2152: second depression
2153: third depression
2310: upper bus bar
2311: one end of the upper bus bar
2312: the other end of the upper bus bar
2320: lower bus bar
2321: One end of the lower bus bar
2322: the other end of the lower bus bar
3000: control unit
3110: first wiring
3111: fixed wiring
3112: variable wiring
3120: second wiring
Aa: front area
Ab: posterior area
R1: straight area

Claims (26)

In the vehicle side heating window,
a substrate including an upper edge, a lower edge, a front edge and a rear edge;
a heating member positioned adjacent to the substrate;
an upper bus bar positioned on the heating member and electrically connected to the heating member; and
and a lower bus bar positioned on the heating member and electrically connected to the heating member;
The vehicle side heating window is at least partially covered by a frame including an upper frame, a lower frame, and a front frame and a rear frame, which are side frames,
The upper bus bar is formed in a three-dimensional curved structure having a side curvature and a cross-sectional curvature in a shape corresponding to the upper edge,
The upper bus bar includes a first area and a second area,
The first region is a region adjacent to the rear edge and has a first lateral curvature,
The second region is spaced apart from the rear edge and includes a partial region having a second lateral curvature greater than the first lateral curvature.
According to claim 1,
The lower bus bar is formed in a three-dimensional curved structure having the side curvature and the cross-sectional curvature,
The lower bus bar includes a third area and a fourth area,
The third region is a region adjacent to the rear edge and has a third lateral curvature,
The fourth region is spaced apart from the rear edge and includes a partial region having a fourth lateral curvature greater than the third lateral curvature.
According to claim 1,
The first region has a virtual cause first circle corresponding to the first lateral curvature,
The second region has an imaginary cause second circle corresponding to the second lateral curvature,
A radius of the first circle is greater than a radius of the second circle.
3. The method of claim 2,
The third region has an imaginary cause third circle corresponding to the third lateral curvature,
The fourth region has a virtual cause fourth circle corresponding to the fourth lateral curvature,
A radius of the third circle is greater than a radius of the fourth circle.
According to claim 1,
The first region has a first cross-sectional curvature,
The first cross-sectional curvature is smaller than the first side curvature of the vehicle side heating window.
According to claim 1,
The upper bus bar includes a straight area,
the straight region is parallel to the lower frame,
The straight region is covered by the side frame when the vehicle side heating window moves in the first direction or the second direction,
The first direction is the lower frame direction,
The second direction is the upper frame direction,
The linear region is the first region of the vehicle side heating window.
7. The method of claim 6,
a wiring for applying a voltage to the first region of the upper bus bar;
The wiring is a vehicle side heating window that is covered by the side frame while the vehicle side heating window moves in the first direction or the second direction.
3. The method of claim 2,
The upper bus bar and the lower bus bar have a region corresponding to the side curvature,
The first area and the third area are areas corresponding to each other,
The second region and the fourth region are regions corresponding to each other.
3. The method of claim 2,
The upper bus bar and the lower bus bar have a region in which the side curvature partially corresponds,
The first region and the third region correspond to each other,
The second side curvature of the second area is greater than the fourth side curvature of the fourth area.
3. The method of claim 2,
The lower bus bar includes a first lower bus bar and a second lower bus bar,
The first lower bus bar and the second lower bus bar are positioned to be spaced apart from each other.
11. The method of claim 10,
The first lower bus bar is a vehicle side heating window positioned between the upper bus bar and the second lower bus bar.
11. The method of claim 10,
The first lower bus bar and the second lower bus bar are formed by extending from the lower edge to the rear edge of the vehicle side heating window.
11. The method of claim 10,
The first lower bus bar receives a first voltage from the control device,
The second lower bus bar receives a second voltage from the control device,
The first voltage and the second voltage are alternately applied to a side heating window of a vehicle.
14. The method of claim 13,
The magnitude of the first voltage and the second voltage are the same as the side heating window of the vehicle.
11. The method of claim 10,
the second lower bus bar includes the third area and the fourth area;
The first lower bus bar is a vehicle side heating window formed in an area corresponding to the fourth area of the second lower bus bar.
3. The method of claim 2,
The third area of the lower bus bar and the fourth area of the lower bus bar are spaced apart from each other.
17. The method of claim 16,
The lower bus bar of the third area is defined as a first lower bus bar, and the lower bus bar of the fourth area is defined as a second lower bus bar.
11. The method of claim 10,
The first lower bus bar receives a first voltage from the control device,
The second lower bus bar receives a second voltage from the control device,
The second voltage is a vehicle side heating window that is applied when a preset time elapses after the first voltage is applied.
11. The method of claim 10,
The first lower bus bar receives a first voltage from the control device,
The second lower bus bar receives a second voltage from the control device,
The second voltage is applied after a preset time elapses after the first voltage is applied,
When the preset time elapses, the first voltage and the second voltage are simultaneously applied to the vehicle side heating window.
According to claim 1,
The upper bus bar is a vehicle side heating window having a greater transmittance toward the lower edge from the upper edge direction.
According to claim 1,
The upper bus bar includes a plurality of first metal wires and a plurality of second metal wires,
The plurality of first metal lines are parallel to each other and are formed to extend from the front edge to the rear edge,
The plurality of second metal lines are parallel to each other and are formed to extend from the upper edge to the lower edge,
Each of the first metal wire crosses each of the second metal wire and is electrically connected to each other.
22. The method of claim 21,
Among the plurality of first metal wires, the metal wire adjacent to the upper edge has a larger line width than the metal wire adjacent to the lower edge.
22. The method of claim 21,
A space between the upper edge and the adjacent second metal line is smaller than the distance between the lower edge and the adjacent second metal line.
According to claim 1,
At least one of one end or the other end of the upper bus bar has a curved shape,
At least one of one end or the other end of the lower bus bar is a curved vehicle side heating window.
In the vehicle side heating window,
a substrate including an upper edge, a front edge and a rear edge;
a heating member positioned adjacent to the substrate;
an upper bus bar located on the heating member, electrically connected to the heating member, having one end and the other end, and extending to correspond to the upper edge;
a lower bus bar positioned on the heating member, electrically connected to the heating member, and having one end and the other end;
The vehicle side heating window is at least partially covered by a frame including a front frame, a rear frame, an upper frame and a lower frame,
The vehicle side heating window is movable,
Among a plurality of virtual lines parallel to the moving direction of the vehicle side heating window, there is a first virtual line positioned between one end of the upper bus bar and one end of the lower bus bar,
The distance between the front edge and the first virtual line is longer than the distance between the front edge and one end of the upper bus bar,
The distance between the front edge and the first virtual line is shorter than the distance between the front edge and one end of the lower bus bar.
26. The method of claim 25,
Among the plurality of virtual lines parallel to the moving direction of the vehicle side heating window, there is a second virtual line positioned between the other end of the upper bus bar and the other end of the lower bus bar,
The other end of the upper bus bar is located adjacent to the reverse direction of the vehicle based on the second virtual line,
The other end of the lower bus bar is positioned adjacent to the forward direction of the vehicle with respect to the second virtual line.

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