JP2020114164A - Defrosting control system, defrosting control program, and control module for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress power consumption when defrosting a window glass in advance before departure of a vehicle. SOLUTION: A frost formation degree calculation unit calculates a frost formation degree of a window glass at a scheduled departure time of a vehicle based on frost formation information and a scheduled departure time (step S18). The operation time calculation unit calculates the operation time of the defrosting device required for defrosting the frost on the window glass based on the calculated degree of frost formation (step S20). The start time determination unit determines the time before the scheduled departure time by the above operation time as the operation start time of the defrosting device (step S22). The defrost control unit outputs an operation request signal to the defrost device at the operation start time (step S34, step S42). [Selection diagram] Fig. 2

Description

The present invention relates to a defrost control system, a defrost control program, and a vehicle control module.

In the electric vehicle disclosed in Patent Document 1, pre-air-conditioning operation is performed in which the heating device for the passenger compartment is operated in advance before the vehicle departs while the vehicle drive switch is off. When the outside air temperature is equal to or lower than the predetermined temperature during the execution of the pre-air conditioning operation, the defrosting control is performed for a predetermined period. In this defrost control, warm air is blown to the inner surface of the windshield with the maximum air volume.

JP 2000-301928 A

When the defrosting control is always performed for a uniform period as in the technique of Patent Document 1, depending on the degree of frost formation on the windshield, the period during which the defrosting control is performed for the frost formation degree May be excessive. In this case, surplus power is consumed.

The defrosting control system for solving the above problems is an information acquisition unit that acquires frosting information that is information related to frosting on a window glass of a vehicle, and a scheduled departure time that acquires a scheduled departure time of the vehicle. Section, a frosting degree calculation unit that calculates a frosting degree indicating a frosting amount of the window glass at the scheduled departure time based on the frosting information and the scheduled departure time, and defrosting An operation time calculation unit that calculates the operation time of the device, a start time determination unit that determines the operation start time of the defroster, and a deselector that outputs an operation request signal for requesting operation to the defroster. A defrost control system including a frost control unit, wherein the operation time calculation unit calculates the operation time required to remove frost on the window glass based on the degree of frost formation, and the start. The time determination unit determines a time earlier than the scheduled departure time by the operation time as the operation start time, and the defrost control unit causes the operation of the defroster to start at the operation start time. The operation request signal is output.

In the above configuration, when removing the frost on the window glass by the scheduled departure time of the vehicle, the defrosting device is operated for the operation time corresponding to the degree of frosting calculated based on the sentiment information and the scheduled departure time. To do. Therefore, the defrosting device is not used wastefully, which is suitable for suppressing power consumption.

In the defrost control system, a server that stores the information of the vehicle and the defrost device are connected by an external communication line network, and the information acquisition unit, the scheduled departure time acquisition unit, and the frost degree calculation The unit, the operating time calculation unit, the start time determination unit, and the defrost control unit may be provided in the server.

In the above configuration, the server performs the processes from the acquisition of the frost formation information to the output of the operation request signal. Therefore, there is no processing that needs to be executed in the vehicle until the operation of the defrosting device is started in response to the operation request signal from the server, and it is not required to activate various control units of the vehicle. .. Therefore, in the vehicle, power supply to various control units of the vehicle can be stopped until the driving request signal from the server is received, and power consumption can be suppressed.

In the defrost control system, the operating terminal and the defrosting device are connected by an external communication network, and defrosting information including the degree of frost formation and the operation start time is output to the operating terminal. An operation for determining whether or not the defrost control unit outputs the operation request signal at the operation start time, based on a frost confirmation unit and information output from the operation terminal according to the defrost required information. A determination unit may be provided.

In the above configuration, whether or not to remove the frost on the window glass can be selected by the operation terminal. Therefore, for example, when the vehicle does not depart at the scheduled departure time, it is possible to prevent the defrosting device from being unnecessarily operated even when it is not necessary to operate the defrosting device.

The defrost control system includes a data storage unit that stores predicted values of the outside temperature and humidity at the scheduled departure time at the current position of the vehicle, and the frost formation information is stored in the data storage unit. The forecast value of the outside temperature and the humidity at the scheduled departure time at the current position of the vehicle may be used.

As with the above configuration, regarding the weather parameters closely related to frost, such as the outside air temperature and the humidity, the values that can be taken at the scheduled departure times are used as the frost information to appropriately calculate the frost degree of the window glass. It is possible to set the appropriate operating time.

In the defrost control system, the vehicle is equipped with a camera that monitors the window glass, and the frosting information is at the timing when the frosting degree calculation unit calculates the frosting degree of the window glass, It may be an image of the window glass by the camera.

As in the above configuration, by using the image of the window glass as the frosting information, the frosting degree of the window glass can be calculated in consideration of the actual situation of the window glass, so that a more accurate frosting degree can be calculated, You can set an appropriate operating time.

In the defrost control system, a data storage unit that stores information on the operating status of the defrosting device in another vehicle located within a predetermined range from the current position of the vehicle is provided, and the frosting information is the degree of frosting. It may be the operating status of the defrosting device in the other vehicle stored in the data storage unit at the timing when the calculation unit calculates the frosting degree.

Like the above configuration, by setting the operation status of the defrosting device of the surrounding vehicle as the frosting information, it is possible to calculate the frosting degree of the window glass in consideration of the frosting degree of the surrounding vehicles, and thus more accurate. The degree of frost formation can be calculated, and an appropriate operating time can be set.

The defrosting control program for solving the above-mentioned problem is a computer, the information acquisition process which acquires the frosting information which is the information which concerns on the window glass of a vehicle, and the departure which acquires the scheduled departure time of the said vehicle. Scheduled time acquisition processing and frosting degree calculation processing for calculating the frosting degree indicating the frosting amount of the window glass in which frost has formed at the scheduled departure time, based on the frosting information and the scheduled departure time. An operation time calculation process for calculating an operation time of the defrosting device, a start time determination process for determining an operation start time of the defrosting device, and an operation request signal for requesting operation to the defrosting device. A defrosting control program for executing a defrosting control process to be output, wherein the operating time calculation process is based on the degree of frosting the operating time required to remove frost on the window glass. It is a process of calculating, the start time determination process is a process of determining a time earlier than the scheduled departure time by the operation time as the operation start time, the defrost control process, the defrosting device It is a process of outputting the operation request signal for starting the operation at the operation start time.

In the above configuration, when removing the frost on the window glass by the scheduled departure time of the vehicle, the defrosting device is operated for the operation time corresponding to the degree of frosting calculated based on the sentiment information and the scheduled departure time. To do. Therefore, the defrosting device is not used wastefully, which is suitable for suppressing power consumption.

A vehicle control module for solving the above-mentioned problems is a vehicle control module connected to a server that stores vehicle information by an external communication network, and a transmission that outputs the current position coordinates of the vehicle to the server. And a receiving unit that receives an operation request signal for starting the operation of the defrosting device at the operation start time calculated based on the current position coordinates.

If the current position coordinates are output to the server and stored as vehicle information, the current position coordinates of the vehicle can be specified. Therefore, for example, the outside temperature and humidity at the current position of the vehicle, which require identification of the current position, can be specified. Frost information can be used. Then, by using the frosting information relating to the current position, the frosting degree of the window glass can be calculated appropriately. As a result, it is possible to determine an appropriate operation start time for the defroster, and to operate the defroster by receiving an operation request signal for starting the operation of the defroster at the operation start time, thereby reducing power consumption. Can be suppressed.

A vehicle control module for solving the above-mentioned problems is a vehicle control module connected to a server that stores vehicle information by an external communication network, and the vehicle control module that acquires an image of a window glass of the vehicle is acquired. A transmission unit that outputs an image of the window glass to the server, and a reception unit that receives an operation request signal for starting the operation of the defroster at the operation start time calculated based on the image of the window glass. I have it.

If the image of the window glass is output to the server and stored as vehicle information, the image showing the actual state of the window glass can be used as frosting information. By using such frosting information and calculating the degree of frosting of the window glass in consideration of the actual situation of the window glass, it is possible to determine an appropriate operation start time for the defroster. Then, by receiving the operation request signal for starting the operation of the defrosting device at the appropriate operation start time and operating the defrosting device, the power consumption can be suppressed.

The schematic diagram of the control composition concerning prior defrosting. The flowchart which shows the process of prior defrosting. The schematic diagram showing the example of change of the composition object of a defrost control system. The schematic diagram showing the example of change of the composition object of a defrost control system. The schematic diagram showing the example of change of the composition object of a defrost control system. The schematic diagram showing the example of change of the composition object of a defrost control system. The schematic diagram showing the example of change of the composition object of a defrost control system. The schematic diagram showing the example of change of the composition object of a defrost control system.

Hereinafter, an embodiment of a defrost control system will be described with reference to the drawings.
First, the overall configuration of the control system in the vehicle, the operation terminal, and the server, which is related to defrosting of the vehicle before departure, will be described. As shown in FIG. 1, for example, a control module 110 mounted on a vehicle 100, which is an electric vehicle, an operation terminal 200, and a server 300 that aggregates and stores information on the vehicle 100 are connected via an external communication network 400. And can communicate with each other. The server 300 constitutes the defrost control system 10A.

The control module 110 of the vehicle 100 controls the communication unit 120 that communicates information with the server 300 via the external communication network 400, and controls the information communication by the communication unit 120 and the transmission and reception of signals with each ECU 160 described later, and various calculations. And a GPS 140 that detects the current position coordinates of the vehicle 100. The control unit 130 is a transmission unit that outputs various information including the current position coordinates of the vehicle 100 to the server 300 via the communication unit 120. The control unit 130 is also a receiving unit that receives an operation request signal for starting the operation of the defrosting device from the server 300 via the communication unit 120. In this embodiment, the control module 110 contains a battery (not shown). Therefore, the control module 110 can receive the information addressed to itself even if the power supply from the outside is cut off.

A signal indicating the state of the vehicle 100 that is switched by the start switch 191 of the vehicle 100 is input to the control unit 130. The start switch 191 switches the state of the vehicle 100 to three states of an off state, an ACC state, and an on state. The off state is a state in which electric power is not supplied to each ECU 160 described later. When the start switch 191 is pressed while the vehicle 100 is off, the vehicle 100 switches to the ACC state. In the ACC state, a low voltage battery (not shown) supplies electric power to each ECU 160 described later, while a high voltage battery (not shown) does not supply electric power. Therefore, in the ACC state, although various electric auxiliaries mounted on vehicle 100 can be driven, electric power is not supplied to the drive motor and vehicle 100 cannot run. If the start switch 191 is pressed while the brake pedal is being pressed while the vehicle 100 is in the off state or the ACC state, the vehicle 100 switches to the on state. The ON state is a state in which both the low voltage battery and the high voltage battery are supplying power. That is, in the ON state, the vehicle 100 is in a travelable state. When the start switch 191 is pressed while the vehicle 100 is in the on state, the vehicle 100 switches to the off state. In vehicle 100, apart from these on-state, ACC-state, and off-state, only some ECUs 160 can be in a state in which electric power is supplied from the low-voltage battery.

Control unit 130 causes communication unit 120 to output a signal indicating that the system of vehicle 100 has been activated to external communication network 400 when the state of vehicle 100 is switched to the ON state. Further, the control unit 130 causes the communication unit 120 to output the current position coordinates of the vehicle 100 detected by the GPS 140 from the communication unit 120 to the external communication network 400 when the vehicle 100 is in the ON state. In the present embodiment, the communication unit 120 outputs the current position coordinates of the vehicle 100 to the external communication network 400 every one minute. Further, the control unit 130 executes a part of the pre-defrosting process of removing the frost on the window glass of the vehicle 100 in advance before the departure of the vehicle 100. The pre-defrosting process will be described later. It should be noted that the windshield and the rear glass of the vehicle 100 are collectively referred to as a window glass, and when individually described, they are referred to as a windshield and a rear glass.

The control module 110 is connected to the CAN communication line 150 of the CAN communication system. A plurality of ECUs 160 that control the vehicle 100 are connected to the CAN communication line 150. Therefore, the control module 110 can transmit/receive various signals to/from each ECU 160 via the CAN communication line 150.

Vehicle 100 includes, as one of the plurality of ECUs 160, an air conditioning ECU 160a that controls the operation of air conditioner 170 of vehicle 100. Here, the air conditioner 170 includes an air compressor and a heat exchanger. The air conditioner 170 has a defroster function for removing frost on the windshield, in addition to a cooling and heating function for adjusting the temperature of the passenger compartment. When driven with the defroster function turned on, air conditioner 170 blows warm air at the maximum wind speed on the inner surface of the windshield of vehicle 100. The air conditioning ECU 160a switches on/off the cooling/heating function and on/off the defroster function. The air conditioner 170 and the air conditioner ECU 160a constitute a front defroster R1 that removes frost on the windshield. As described above, since the air conditioning ECU 160a is connected to the control module 110, the front defrosting device R1 including the air conditioning ECU 160a is connected to the server 300 and the operation terminal by the external communication network 400 via the control module 110. It is connected to 200.

The vehicle 100 includes, as one of the plurality of ECUs 160, a defogger ECU 160b that controls the operation of the defogger device 180 that removes frost on the rear glass of the vehicle 100. Here, the defogger device 180 is configured as an electric circuit including a heating wire printed on the rear glass. The defogger ECU 160b turns on/off the power supply to the heating wire. The defogger device 180 and the defogger ECU 160b configure a rear defrosting device R2 that removes frost on the rear glass. As described above, since the defogger ECU 160b is connected to the control module 110, the rear defrosting device R2 including the defogger ECU 160b includes the server 300 and the operating terminal via the control module 110 by the external communication network 400. It is connected to 200. In the following description, the front defrosting device R1 and the rear defrosting device R2 are collectively referred to as a defrosting device, and when these are individually described, the front defrosting device R1 and the rear defrosting device R1 are described. For defrosting device R2.

In this embodiment, the operation terminal 200 is a mobile phone such as a smartphone owned by the user of the vehicle 100. The operation terminal 200 includes a communication unit 210 for communicating information with the server 300 via the external communication network 400, and a control unit 220 for controlling information communication by the communication unit 120 and executing various calculations. There is. The control unit 220 also executes a part of the pre-defrosting process.

The operation terminal 200 also includes a display unit 230 that displays the output from the control unit 220. The display unit 230 displays a message or an operation icon based on the image information output from the control unit 220.

The operation terminal 200 includes an operation unit 240 for inputting information to the control unit 220. When the operation unit 240 is operated, an operation signal is input to the control unit 220. In the present embodiment, the display unit 230 is a touch panel, and the display unit 230 also serves as the operation unit 240.

The operation terminal 200 includes a storage unit 250 that stores application programs and various data. When a signal for activating an application program is input to the control unit 220 from the operation unit 240 or the server 300, the application program stored in the storage unit 250 is executed.

The operation terminal 200 includes a GPS 260 that detects the current position coordinates of the operation terminal 200. The current position coordinates of the operation terminal 200 detected by the GPS 260 are input to the control unit 220.

The operation terminal 200 includes an acceleration sensor 270 that measures the acceleration of the operation terminal 200. The acceleration of the operating terminal 200 detected by the acceleration sensor 270 is input to the control unit 220.

The server 300 controls a communication unit 310 for communicating information with the control module 110 and the operation terminal 200 via the external communication line network 400, control of information communication by the communication unit 310, and control of executing various calculations. The unit 360 is provided. The control unit 360 executes a part of the pre-defrosting process. The configuration related to the pre-defrosting in the control unit 360 will be described later. The communication unit 310 receives the weather information distributed from the weather service center 500 via the external communication line network 400.

The server 300 includes a vehicle information storage unit 320 that manages vehicle information and a user storage unit 330 that manages user information. The vehicle information storage unit 320 and the user storage unit 330 share a database 340 that stores vehicle information and user information. That is, the database 340 stores the information about the vehicle 100 and the information about the user of the vehicle 100, as well as related information that associates the information about the vehicle 100 with the information about the user. That is, the database 340 associates the information about the vehicle 100 with the information about the user of the vehicle 100.

Vehicle information from the control module 110 of the vehicle 100 is input to the vehicle information storage unit 320, and the information is stored in the database 340. For example, in the database 340, when a signal indicating that the vehicle 100 is turned on is input to the vehicle information storage unit 320, the time when the signal is input is stored as the vehicle start time. This vehicle start time is stored for each vehicle over the past several months. Further, the database 340 stores the current position coordinates of the vehicle 100 when the current position coordinates are input. Further, the user information from the operation terminal 200 is input to the user storage unit 330, and the information is stored in the database 340.

The server 300 includes a weather information storage unit 350 that stores the weather information distributed from the weather service center 500. The weather information distributed from the weather service center 500 includes forecast values of weather parameters such as outside temperature and humidity. The weather information storage unit 350 constitutes a data storage unit together with the vehicle information storage unit 320, the user storage unit 330, and the database 340.

Next, a configuration related to pre-defrosting in the control unit 360 of the server 300 will be described.
The control unit 360 includes a scheduled departure time acquisition unit 361 that acquires the scheduled departure time of the vehicle 100. In this embodiment, the scheduled departure time acquisition unit 361 calculates the scheduled departure time. Specifically, the scheduled departure time acquisition unit 361 first sets the vehicle start time when the state of the vehicle 100 stored in the database 340 by the vehicle information storage unit 320 is the ON state as the time when the vehicle 100 left in the past. judge. Next, the scheduled departure time acquisition unit 361 collects statistics about the frequency and time of departure of the vehicle 100 in the past in 24 hours. From this statistic, the vehicle 100 is estimated to be in the ON state at a time when the frequency of departure of the vehicle 100 is higher than a predetermined threshold value. Then, the scheduled departure time acquisition unit 361 determines that the vehicle is at the earliest of the times after the current time and at which the frequency of departure of the vehicle 100 is higher than the threshold value, that is, at the time after the current time. The time at which 100 is estimated to be first in the on state is calculated as the scheduled departure time of vehicle 100 at which the next traveling of vehicle 100 is started. Note that, as the processing related to the calculation of the scheduled departure time performed by the scheduled departure time acquisition unit 361, for example, there is a technique disclosed in Japanese Patent Laid-Open No. 2013-233013.

The control unit 360 includes an information acquisition unit 362 that acquires frost formation information that is information related to frost formation on the window glass of the vehicle 100. The frost formation information is a predicted value of the outside temperature and the humidity at the scheduled departure time at the current position of the vehicle 100.

The control unit 360 includes a frost degree calculating unit 364 that calculates the frost degree of the window glass at the scheduled departure time based on the frost information and the scheduled departure time. The degree of frost formation is the amount of frost formation on the window glass in which frost has formed at the scheduled departure time. The degree of frost formation calculation unit 364 calculates the degree of frost formation by calculating a plurality of stages of frost formation levels according to the amount of frost formation. The lowest frost formation level is when there is no frost, and the higher the amount of frost, the higher the level. Frost degree calculation unit 364 calculates the frost level for each of the windshield and rear glass of vehicle 100.

When it is assumed that the frost having the frost level calculated by the frost degree calculating unit 364 is frosted on the window glass of the vehicle 100, the control unit 360 needs to remove the frost from the window glass. The operating time calculating unit 366 for calculating the operating time of the defrosting device is provided. The driving time calculation unit 366 calculates the driving time for the front defrosting apparatus R1 according to the frost level of the windshield of the vehicle 100. In addition, the driving time calculation unit 366 calculates the above driving time for the rear defrosting device R2 according to the frosting level of the rear glass of the vehicle 100.

The control unit 360 includes a start time determination unit 368 that determines the operation start time of the defrosting device when performing pre-defrosting. The start time determination unit 368 determines the operation start time from the estimated departure time calculated by the estimated departure time acquisition unit 361 and the operation time of the defrosting device calculated by the operation time calculation unit 366. The start time determination unit 368 determines the operation start time for each of the front defrosting device R1 and the rear defrosting device R2.

The control unit 360 includes a defrost control unit 370 that outputs an operation request signal for requesting the defrosting device to operate, which is a driving request signal for starting the operation of the defrosting device at the operation start time. ing. The defrost control unit 370 outputs an operation request signal for each of the front defrosting device R1 and the rear defrosting device R2. That is, the defrost control unit 370 outputs to the control module 110 of the vehicle 100 a defrost operation request signal that is a request signal for operating the air conditioner 170 with the defrost function turned on. Further, the defrost control unit 370 outputs a defogger operation request signal which is a request signal for operating the defogger device 180 to the control module 110 of the vehicle 100. When the control unit 130 of the control module 110 of the vehicle 100 receives the defrost operation request signal, the defrost operation request signal is input from the control unit 130 of the control module 110 to the air conditioning ECU 160a. Then, the air conditioning ECU 160a drives the air conditioning device 170 with the defrost function turned on. When the control unit 130 of the control module 110 of the vehicle 100 receives the defogger drive request signal, the defogger drive request signal is input from the control unit 130 of the control module 110 to the defogger ECU 160b. Then, the defogger ECU 160b drives the defogger device 180.

The control unit 360 outputs the defrosting requirement information including the frosting level calculated by the frosting degree calculation unit 364 and the operation start time determined by the start time determination unit 368 to the operation terminal 200. 372 is provided. Further, the control unit 360 includes a driving determination unit 374 that determines whether or not the defrost control unit 370 outputs a driving request signal based on the information output from the operation terminal 200 according to the defrosting required information. I have it.

Scheduled departure time acquisition unit 361, information acquisition unit 362, frost formation degree calculation unit 364, operation time calculation unit 366, start time determination unit 368, defrost control unit 370, defrost confirmation unit 372, and operation determination unit 374. The processing is realized by the control unit 130 as a computer executing the program stored in the control unit 360.

Next, the pre-defrosting process will be described with reference to FIG.
When the start switch 191 is pressed to switch the state of the vehicle 100 to the off state, the control unit 130 of the control module 110 starts the pre-defrost control.

In step S10, the control unit 130 of the control module 110 outputs a signal indicating a scheduled departure time calculation request to the server 300. Thereafter, the electric power sent to each ECU 160 of vehicle 100 is cut off. That is, vehicle 100 is turned off. Although power supply to the control module 110 from the outside is also cut off, the control module 110 switches to a standby state in which information from the server 300 can be received.

When the scheduled departure time calculation request is input to the server 300, the control unit 360 of the server 300 executes the process of step S12. In step S12, the scheduled departure time acquisition unit 361 of the control unit 360 calculates the scheduled departure time of the vehicle 100 based on the vehicle information and the user information. After that, the control unit 360 of the server 300 advances the process to step S14.

In step S14, the control unit 360 of the server 300 determines whether or not the current time is a predetermined time before the scheduled departure time calculated by the scheduled departure time acquisition unit 361. This predetermined time is, when the frost level on the window glass is the highest level of a plurality of frost levels, from the operating time of the defrosting device required to defrost the frost from the window glass. Is also defined as a long time. In this embodiment, the predetermined time is 1 hour. When the control section 360 determines that the current time has not reached the predetermined time before the scheduled departure time (step S14: NO), the control section 360 executes the process of step S14 again. That is, control unit 360 repeats the process of step S14 until the current time reaches a predetermined time before the scheduled departure time. When the control unit 360 determines that the current time has reached the predetermined time before the scheduled departure time (step S14: YES), the process proceeds to step S16.

In step S16, the information acquisition unit 362 of the control unit 360 of the server 300 acquires the frost formation information at the scheduled departure time calculated by the scheduled departure time acquisition unit 361. That is, the information acquisition unit 362 reads the scheduled departure time calculated by the scheduled departure time acquisition unit 361 and the current position of the vehicle 100 stored in the database 340. The current position of vehicle 100 is the latest current position among the current positions transmitted from vehicle 100 that has output the signal indicating the scheduled departure time calculation request. Then, the information acquisition unit 362 acquires, from the meteorological information storage unit 350, the predicted value of the outside temperature and the humidity at the current position of the vehicle 100 and the predicted value of the scheduled departure time. After that, the control unit 360 of the server 300 advances the process to step S18.

In step S18, the frost formation degree calculation unit 364 of the control unit 360 of the server 300 calculates the degree of frost formation on the windshield of the vehicle 100 at the scheduled departure time calculated by the scheduled departure time acquisition unit 361. Here, the frost formation degree calculation unit 364 stores the first frost formation map showing the relationship between the outside air temperature and humidity and the frost formation level on the windshield. The first frost formation map is created in advance by simulation, test, or the like according to the inclination, area, etc. of the windshield attached to the vehicle. The first frost formation map is created for each vehicle type. The frost formation degree calculation unit 364 refers to the first frost formation map corresponding to the vehicle type of the vehicle 100, and calculates the frost formation level corresponding to the predicted values of the outside air temperature and humidity at the scheduled departure time calculated in step S16. ..

Further, in step S18, the frost degree calculation unit 364 calculates the degree of frost formation on the rear glass of the vehicle 100 at the scheduled departure time calculated by the scheduled departure time acquisition unit 361. Here, the frost formation degree calculation unit 364 stores a second frost formation map showing the relationship between the outside air temperature and humidity and the frost formation level on the rear glass. The second frost formation map is created in advance by simulation, test, etc. according to the inclination, area, etc. of the rear glass attached to the vehicle. The second frost formation map is created for each vehicle type. The frost degree calculating unit 364 refers to the second frost map corresponding to the vehicle type of the vehicle 100, and calculates the frost level corresponding to the predicted value of the outside air temperature and the humidity at the scheduled departure time calculated in step S16. .. When the frost degree calculating unit 364 calculates the frost level on the windshield and the rear glass, the control unit 360 of the server 300 advances the process to step S20.

In step S20, the operation time calculation unit 366 of the control unit 360 of the server 300 calculates the operation time of the front defroster R1. Specifically, the operation time calculation unit 366 calculates the first operation time, which is the operation time of the air conditioner 170, which is necessary for defrosting the windshield. Here, the operating time calculation unit 366 is the operating time of the air conditioner 170 required to defrost the frost when the windshield is frosted and the defroster function is turned on. The operation time of the air conditioner 170 is stored in the first operation time map that defines the operation time for each frost level. The first operation time map is created in advance by simulation, test, or the like according to the model of the air conditioner mounted on the vehicle, the defrosting function of the defroster function, and the like. The first driving time map is created for each vehicle type. The frost formation degree calculation unit 364 is necessary to remove the frost of the frost formation level calculated by the frost formation degree calculation unit 364 from the windshield with reference to the first operation time map corresponding to the vehicle type of the vehicle 100. Then, the first operating time is calculated.

Further, in step S20, the operation time calculation unit 366 calculates the operation time regarding the rear defroster R2. Specifically, the operation time calculation unit 366 calculates a second operation time, which is an operation time of the defogger device 180, which is necessary for defrosting the rear glass. Here, the operating time calculation unit 366 defines the operating time of the defogger device 180 required for defrosting the frost if the rear glass is frosted, for each frosting level. I remember the time map. The second driving time map is created in advance by simulation, test, or the like according to the heat generation capacity of the Defogger device mounted on the vehicle. The second driving time map is created for each vehicle type. The frost formation degree calculation unit 364 is necessary to refer to the second operation time map corresponding to the vehicle type of the vehicle 100 and remove the frost of the frost formation level calculated by the frost formation degree calculation unit 364 from the rear glass. The second operating time is calculated. When the driving time calculation unit 366 calculates the first driving time and the second driving time, the control unit 360 of the server 300 advances the process to step S22. In this embodiment, the frosting level on the rear glass is smaller than the frosting level on the windshield due to circumstances such as the inclination of the windshield and the rear glass, and the defrosting ability of the defogger device 180 by electric heat is high. However, the second operation time is shorter than the first operation time because it is higher than the defrosting ability of the air conditioner 170 by the hot air.

In step S22, the start time determination unit 368 of the control unit 360 of the server 300 determines the operation start time of the defrosting device related to pre-defrosting. The start time determination unit 368 determines the operation start time for the front defroster R1. Specifically, the start time determination unit 368 sets the time that is the first operation time earlier than the estimated departure time calculated by the estimated departure time acquisition unit 361 as the first operation time that is the operation start time for the air conditioner 170. Determined as the start time. In addition, the start time determination unit 368 determines the operation start time for the rear defroster R2. Specifically, the start time determination unit 368 sets the time that is the second operation time before the estimated departure time calculated by the estimated departure time acquisition unit 361 as the second operation time that is the operation start time for the defogger device 180. Determined as the start time. As described above, as a result of the second operation time being shorter than the first operation time, the first operation start time is closer to the current time than the second operation start time. After that, the control unit 360 of the server 300 advances the process to step S24.

In step S<b>24, the defrosting confirmation unit 372 of the control unit 360 of the server 300 causes the frost level on the windshield and the rear glass calculated by the frost degree calculation unit 364, and the first operation determined by the start time determination unit 368. The start time, the second operation start time, and the scheduled departure time calculated by the scheduled departure time acquisition unit 361 are output to the operation terminal as defrost required information.

When the defrost required information is input from the server 300 to the operation terminal 200, the control unit 220 of the operation terminal 200 executes the process of step S26. In the process of step S26, the control unit 220 of the operation terminal 200 causes the display unit 230 to display the defrosting required information and a message asking the user of the vehicle 100 whether or not to defrost in advance by the scheduled departure time. .. After that, the control unit 220 of the operation terminal 200 advances the process to step S28.

In step S28, the control unit 220 of the operation terminal 200 transmits an operation command from the user to the server 300. Specifically, when the operation unit 240 performs an operation for performing pre-defrost, the control unit 220 of the operation terminal 200 transmits a signal for performing pre-defrost. Further, when there is an operation indicating that the pre-defrosting is not performed, the control unit 220 of the operation terminal 200 transmits a signal indicating that the pre-defrosting is not performed. Furthermore, when the operation on the operation unit 240 is not performed within a predetermined time (for example, 10 minutes), the control unit 220 of the operation terminal 200 transmits a signal indicating that there is no operation on the operation unit 240.

When a signal from operation terminal 200 is input to server 300, control unit 360 of server 300 advances the process to step S30. In step S30, in the control unit 360 of the server 300, the operation determination unit 374 determines whether to perform pre-defrosting. Specifically, the operation determination unit 374 determines to perform the pre-defrosting when it is determined that the signal indicating the pre-defrosting is input to the server 300. On the other hand, the operation determination unit 374 does not perform the pre-defrosting when it is determined that the signal indicating that the pre-defrosting is not performed or the signal indicating that the operation unit 240 is not operated is input to the server 300. To determine. When it is determined in step S30 that the preliminary defrosting is not performed (S30: NO), the control unit 360 of the server 300 ends the control of the preliminary defrosting. On the other hand, when it is determined in step S30 to perform pre-defrosting (S30: YES), the control unit 360 of the server 300 advances the process to step S32.

In step S32, the defrost control unit 370 of the control unit 360 of the server 300 determines whether or not the current time has reached the first operation start time. When the defrost control unit 370 determines that the current time has not reached the first operation start time (step S32: NO), the process of step S32 is executed again. That is, the defrost control unit 370 repeats the process of step S32 until the current time reaches the first operation start time. When the defrost control unit 370 determines that the current time has reached the first operation start time (step S32: YES), the process proceeds to step S34. Then, in step S34, the defrost control unit 370 outputs a defrost operation request signal to the control module 110 of the vehicle 100.

When the defrost driving request signal is input to the control module 110 of the vehicle 100, the control unit 130 of the control module 110 executes the process of step S36. In step S36, the control unit 130 of the control module 110 controls the control unit 130 and the air conditioning ECU 160a so that power is supplied from a battery (not shown). As a result, the control unit 130 is activated from the standby state, and the air conditioning ECU 160a is also activated. After that, the control unit 130 of the control module 110 advances the process to step S38.

In step S38, the controller 130 of the control module 110 causes the air conditioning ECU 160a to drive the air conditioner 170 with the defroster function turned on. That is, the air conditioner 170 blows warm air onto the inner surface of the windshield.

On the other hand, the defrost control unit 370 of the control unit 360 of the server 300 outputs the defrost operation request signal, and then advances the processing to step S40. In step S40, the defrost control unit 370 determines whether or not the current time has reached the second operation start time. When the defrost control unit 370 determines that the current time has not reached the second operation start time (step S40: NO), the process of step S40 is executed again. That is, the defrost control unit 370 repeats the process of step S40 until the current time reaches the second operation start time. When the defrost control unit 370 determines that the current time has reached the second operation start time (step S40: YES), the process proceeds to step S42. Then, in step S42, the defrost control unit 370 outputs a defogger operation request signal to the control module 110 of the vehicle 100.

When the defogger drive request signal is input to the control module 110 of the vehicle 100, the control unit 130 of the control module 110 executes the process of step S44. In step S44, the control unit 130 of the control module 110 controls the defogger ECU 160b so that electric power is supplied from a battery (not shown). As a result, the defogger ECU 160b is activated. After that, the control unit 130 of the control module 110 advances the process to step S46.

In step S46, the control unit 130 of the control module 110 drives the defogger device 180 by the defogger ECU 160b to supply power to the heating wire of the rear glass. With the above processing, the series of pre-defrosting ends.

Next, the operation and effect of this embodiment will be described.
(1) In the above configuration, when performing defrosting in advance, in the process of step S18, the frosting level of the window glass at the scheduled departure time is calculated based on the forecast values of the outside temperature and humidity at the scheduled departure time. .. Then, in the process of step S20, the first operating time and the second operating time are calculated as the operating time of the defrosting device necessary to defrost the frost having the frost level calculated in step S18. Then, in the processes of step S34 and step S42, the operation of the air conditioner 170 and the defogger device 180 is started at the operation start time obtained by back-calculating the first operation time and the second operation time from the scheduled departure time. As described above, in the above configuration, the frosting level of the window glass is calculated, and then the defrosting device is operated for the operating time corresponding to the frosting level. Therefore, the defrosting device is not operated wastefully, which is suitable for suppressing power consumption.

(2) Temporarily, the information acquisition unit and the frost formation degree calculation unit are provided in the control unit 130 of the control module 110 of the vehicle 100, and the control module 110 acquires the frost formation information and calculates the frost formation level. And In the case of such a configuration, the control module 110 has to activate the control unit 130 during the process of obtaining the frost formation information and the calculation of the frost formation level, and it is possible to avoid power consumption correspondingly. Absent.

On the other hand, in the above-described configuration, the processing unit that calculates various kinds of information necessary for performing the pre-defrost is provided in the control unit 360 of the server 300. Specifically, the scheduled departure time acquisition unit 361, the information acquisition unit 362, the frost formation degree calculation unit 364, the operation time calculation unit 366, the start time determination unit 368, the defrost control unit 370, the defrost confirmation unit 372, and the operation. The determination unit 374 is all provided in the control unit 360 of the server 300. Therefore, all processes from the calculation of the scheduled departure time of the vehicle 100 to the output of the defroster operation request signal and the defogger operation request signal are executed by the server 300. Therefore, until the operation of the defroster is started in response to the operation request signal from the server 300, there is no process that needs to be executed in the vehicle 100, and various control units of the vehicle 100 should be activated. Is not required. Therefore, the power consumption of the vehicle 100 can be suppressed.

(3) The vehicle 100 may not be departed at the scheduled departure time calculated by the scheduled departure time acquisition unit 361, or the defrosting level may be relatively low and pre-defrost may not be necessary. If defrosting is performed even in such a case, power will be consumed in vain.

In this regard, in the above configuration, in the processing of steps S24 to S30, defrosting required information is output to the operation terminal 200, the information is displayed on the display unit 230 of the operation terminal 200, and pre-defrosting is performed or not. The user can select whether or not. Therefore, even if it is not necessary to operate the defrosting device, the defrosting device will not be unnecessarily operated. In addition, in the above configuration, the defrost level is included in the defrost necessary information. Therefore, the user himself/herself can judge the necessity of pre-defrosting according to the defrosting level.

(4) In the above configuration, regarding the weather parameters closely related to frost formation, such as the outside air temperature and the humidity, values that can be taken at the scheduled departure time are used as the frost formation information. Then, the frost formation level is calculated based on this frost formation information. Therefore, it is possible to appropriately calculate the frosting level of the window glass of the vehicle 100 at the scheduled departure time.

The present embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
As a part of the pre-defrosting process, a process of stopping the operation of the air conditioner 170 and the defogger device 180 at the scheduled departure time may be added. With such a configuration, even if the user does not board the vehicle 100 at the scheduled departure time, the operation of the defrosting device is automatically stopped, so that no unnecessary power is consumed.

The predetermined time for determining the waiting time in step S14 is not limited to the example of the above embodiment. The predetermined time is longer than the operation time of the defrosting device required to defrost the frost from the window glass when the frosting level of the window glass is the highest level of the plurality of frosting levels. Any time will do. If such a predetermined time is set, it is possible to remove the frost of the calculated frost level by the scheduled departure time with respect to the operating time when actually operating the defrosting device for pre-defrosting. Enough driving time can be secured.

-Regarding the procedure of the pre-defrosting process, the standby process, which is the process of step S14, may be executed somewhere between steps S16 and S24 instead of between the processes of step S12 and step S16. For example, the process of step S14 may be performed between the processes of step S22 and step S24. In short, it suffices that the defrost necessary information can be sent to the operation terminal 200 by the process of step S24 before the first operation start time and the second operation start time.

-The process of step S14 may be abolished.
After the first operation start time is calculated in the process of step S22, the pre-defrosting is performed so that the process of step S24 is executed at a timing before the specified time (for example, 15 minutes) of the first operation start time. You may change the content of a process. That is, the defrosting required information is output to the operation terminal 200 before the first operation start time. When changing the process of the pre-defrosting to such a process content, after the process of step S22, a standby time for waiting until the current time reaches a time that is a specified time before the first operation start time is secured, and then, Then, the process of step S24 is executed. If the above specified time is set to an appropriate length, it is possible to display a message on the operation terminal 200 asking whether or not to perform the pre-defrosting at a proper timing with respect to the operation start time of the defrosting device.

-Regarding the processing of step S24 and step S26, information about the frost formation level of the rear glass and the second operation start time may be omitted from the defrosting required information. If the frost required information includes information on frost formation on the windshield where the frost level is likely to be high, it becomes a suitable material for the user to determine the necessity of pre-defrosting.

-In the process of pre-defrosting, you may change the aspect of the said embodiment so that only either a windshield or a rear glass may be selected and defrosting may be performed. In this case, in the process of step S26, a message asking whether to defrost both the windshield and the rear glass or only one of the frosts is displayed on the display unit 230, and the selection result for that is displayed. The signal may be output from the operation terminal in the process of step S28. Then, in the process of step S30, which window glass to defrost may be determined according to the signal from the operation terminal 200.

The frost level of the rear glass is not always lower than the frost level of the windshield, and the former may be higher than the latter, depending on the weather environment in which the vehicle is placed and the situation where the vehicle is stopped. In consideration of such circumstances, the second operating time may be longer than the first operating time. In this case, the second operation start time is closer to the current time than the first operation start time. In consideration of such a case, the procedure of the pre-defrosting process may be changed from the aspect of the above embodiment. That is, in the pre-defrosting process, the operation request signal is output to the defrosting device that should make the operation request in order from the earlier operation start time of the first operation start time and the second operation start time. As described above, the processing procedure may be changed from the aspect of the above embodiment. The point is that each defrosting device should start operation when the current time reaches the respective operation start times of the air conditioner 170 and the defogger device 180.

The process of step S32 may be performed by the control module 110 of the vehicle 100 after the process of step S34. That is, when it is determined in step S30 that pre-defrosting is to be performed, the defrosting control unit 370 of the server 300 executes the process of step S34 without waiting until the first operation start time and executes the control module of the vehicle 100. A defrost request signal is output to 110. Upon receiving the defrost request signal, the control unit 130 of the control module 110 holds the defrost request signal and waits until the first operation start time in the standby state. That is, the control unit 130 of the control module 110 performs the process corresponding to step S32. Then, the control unit 130 of the control module 110 executes the process of step S36 when the current time reaches the first operation start time, activates the control unit 130 from the standby state, and activates the air conditioning ECU 160a. Then, in step S38, the air conditioner 170 is driven. Even in such a mode, the air conditioner 170 can be driven at the first operation start time.

-The process of step S40 may be performed by the control module 110 of the vehicle 100 after the process of step S42 in the same manner as the above modification. That is, when the control unit 130 of the control module 110 of the vehicle 100 receives the defogger operation request signal, the controller 130 waits until the second operation start time in the standby state while holding the defogger operation request signal. Then, when the current time reaches the second operation start time, the defogger ECU 160b is driven by the process of step S44, and the defogger device 180 is driven in step S46.

-The frost formation information is not limited to the example of the above embodiment. As the frost formation information, for example, an image of a window glass at the timing when the frost formation degree calculation unit 364 calculates the frost formation degree may be adopted. In this case, the vehicle is equipped with a camera for monitoring the window glass. Then, the camera is activated for a period before and after the frost degree calculation unit 364 calculates the frost degree. Then, the control unit 130 of the control module 110 transmits the image acquired by the camera to the server 300 and stores the image in the database 340. If the camera is activated only during the period before and after the frost degree calculation unit 364 calculates the frost degree, power is not consumed unnecessarily. As a camera for monitoring the window glass, there is a so-called drive recorder camera.

When adopting the image of the window glass as the frosting information, the frosting degree calculating unit 364 may calculate the frosting degree as follows, for example. The frost formation degree calculation unit 364 extracts a typical image of the window glass corresponding to each frost formation level from past data and stores it in advance. Then, the frost degree calculating unit 364 compares the image at the timing of calculating the frost degree with the image prepared in advance, and selects the frost level of the image determined to be the closest. The frost formation degree calculation unit 364 handles this frost formation level as a frost formation level expected to occur on the window glass at the scheduled departure time. Here, in the above embodiment, the degree of frost formation is calculated one hour before the scheduled departure time. That is, it is estimated that the frost level does not change much between the scheduled departure time and the timing for calculating the degree of frost. Therefore, as described above, it is possible to treat the frost level at the timing of calculating the frost degree as the frost level at the scheduled departure time. Then, by calculating the operation time based on the actual frosting level of the window glass calculated in this way, it is possible to calculate an appropriate operation time for the defroster.

As in this modification, the frost formation degree calculation unit 364 does not necessarily have to calculate the frost formation degree at the scheduled departure time, and the frost formation at the time when the scheduled departure time and the frost formation degree are expected to be the same. The degree may be calculated. Further, when the image of the window glass is adopted as the frosting information as described above, the time difference between the timing at which the camera acquires the image and the scheduled departure time is the time difference at which the frosting level on the window glass is expected to be not so large. Is considered. That is, the timing at which the camera acquires an image is based on the scheduled departure time. As described above, the frost formation degree calculation unit 364 calculates the frost formation degree based on the frost formation information that is the image of the window glass and the scheduled departure time.

As the frosting information, the information on the operating status of the defrosting device in another vehicle located in a predetermined range from the current position of the vehicle 100 at the timing when the frosting degree calculating unit 364 calculates the frosting degree is adopted. Good. In this case, the operating status of the defrosting device in each vehicle is always transmitted from each vehicle to the server 300 and stored in the database 340. The above-mentioned predetermined range may be a range in which weather parameters related to frost, such as outside air temperature and humidity, can be regarded as substantially constant.

When the information on the operation status of the defrosting device of another vehicle is adopted as the frost formation information, the frost formation degree calculation unit 364 may calculate the frost formation degree as follows, for example. The frost formation degree calculation unit 364 displays a map showing the relationship between the defrost level and the ratio of vehicles that are operating the defrosting device among other vehicles located within a predetermined range from the current position of the vehicle 100. Store in advance. Then, the frost formation degree calculation unit 364 calculates at what timing the frost formation degree is calculated, what percentage of the other vehicles located in the predetermined range from the current position of the vehicle 100 are operating the defroster. , The defrost level corresponding to this ratio is calculated from the above map. Then, the frost formation degree calculation unit 364 treats this frost formation level as the frost formation level expected to occur on the window glass at the scheduled departure time in the same manner as when the image of the camera is used as the frost formation information. An appropriate operating time can be calculated by calculating the operating time of the defrosting device on the basis of the degree of frost that reflects the frosting condition of the surrounding vehicles.

The frost information may be other than the forecast values of the outside temperature and humidity, the image of the window glass, and the operation information of the defrosting device in another vehicle. The frost formation information is based on the frost formation information and the scheduled departure time, and the departure schedule such as the frost formation degree at the scheduled departure time or the frost formation degree at the time when the estimated departure time and the frost formation degree are expected to be similar. What is necessary is just to be able to calculate the amount of frost on the window glass in which frost has formed at the time. For example, an outside air temperature sensor may be installed in the vehicle 100, and the detection value of the outside air temperature sensor at the timing of calculating the degree of frost formation may be used as the frost formation information. If a map showing the relationship between the outside air temperature and the frost formation level is created in advance, the degree of frost formation can be calculated from the detection value of the outside air temperature sensor.

-As frost information, information of different types may be combined. For example, some or all of the forecast values of the outside temperature and humidity, the image of the window glass, and the operation information of the defrosting device in another vehicle are adopted, and by combining these information, the degree of frost formation at the scheduled departure time May be calculated.

-The defrost confirmation unit 372 and the operation determination unit 374 are not essential. That is, the defrosting confirmation unit 372 and the operation determination unit 374 may be eliminated, and the processes of steps S24 to S30 may be eliminated. When the processing of steps S24 to S30 is abolished, the pre-defrosting is always executed if the window glass is frosted. If it is known in advance that the vehicle 100 will be departed at the scheduled departure time, and if the user does not need to select the execution/non-execution of pre-defrosting on the operation terminal 200, the defrosting confirmation unit 372 and the operation determination unit 374 can be used. It is also effective to abolish it. In addition, when the defrosting confirmation unit 372 and the operation determination unit 374 are omitted, the user may not be aware that the pre-defrosting is performed because the user does not select whether or not the pre-defrosting is performed. is there. In consideration of such a situation, when the defrosting confirmation unit 372 and the operation determination unit 374 are abolished, the processing content of the pre-defrosting is performed so that the operation of the defrosting device is stopped at the scheduled departure time. Should be changed.

-Instead of allowing the user to select whether or not to perform the pre-defrosting through the processing of steps S24 to S30, the user next uses the vehicle 100 at the timing before switching the state of the vehicle 100 to the off state or the like. You may be made to be able to select about the prior defrosting at the time. For example, at a timing before switching the state of the vehicle 100 to the off state, a message asking the user whether or not to perform pre-defrosting is displayed on the display unit 230 of the operation terminal 200 or the in-vehicle display of the vehicle 100. Then, in accordance with the user's operation instruction for this message, it is selected whether or not to execute the process of step S10. That is, if the operation command from the user is an operation to perform pre-defrost, a scheduled departure time calculation request is transmitted, and if the operation instruction is not to perform preliminary defrost, a scheduled departure time calculation request is transmitted. do not do. When the scheduled departure time calculation request is not issued, the control of the preliminary defrost is terminated at that point.

The method of calculating the scheduled departure time of the vehicle 100 by the scheduled departure time acquisition unit 361 is not limited to the example of the above embodiment. For example, it is determined whether the vehicle 100 is moving based on the data of the current position coordinates detected by the GPS 140 of the vehicle 100, and the time when the vehicle 100 starts moving is regarded as the time when the vehicle 100 departs. The scheduled departure time of the vehicle 100 may be calculated by collecting statistics.

Further, the method of calculating the scheduled departure time of the vehicle 100 by the scheduled departure time acquisition unit 361 may use information from the operation terminal 200. For example, first, the acceleration measured by the acceleration sensor 270 of the operation terminal 200 is input to the control unit 220 of the operation terminal 200, and the control unit 220 determines that the acceleration is larger than a predetermined threshold value. This threshold value can be set to an acceleration obtained when an operation that the user would perform before going out, such as brushing teeth, changing clothes, cooking, gymnastics, etc., is performed. Next, the control unit 220 outputs to the server 300 a signal indicating the time when the acceleration becomes large. Further, the database 340 of the server 300 stores the frequency and time when the user's acceleration has increased. Then, the scheduled departure time acquisition unit 361 calculates the scheduled departure time of the vehicle 100 after a certain time after the time when the acceleration becomes large. Since it can be assumed that the time from when the user performs an operation that he or she will perform before going out to when the vehicle 100 departs until the vehicle 100 departs is approximately constant, it is possible to calculate the scheduled departure time as described above. is there.

Further, the scheduled departure time of the vehicle 100 is calculated based on the current position coordinate data of the vehicle 100 detected by the GPS 140 of the vehicle 100 and the current position coordinate data of the operation terminal 200 detected by the GPS 260 of the operation terminal 200. You may. In this case, the GPS 260 of the operation terminal 200 outputs the current position coordinate data of the operation terminal 200 at regular time intervals, as in the GPS 140 of the vehicle 100. Further, the database 340 of the server 300 stores the data of the current position coordinates of the vehicle 100 and the data of the current position coordinates of the operation terminal 200. Further, the scheduled departure time acquisition unit 361 of the server 300 detects a time when the current position coordinate of the vehicle 100 and the current position coordinate of the operation terminal 200 are different from each other, and collects the frequency and time statistics. .. From such statistics, the scheduled departure time acquisition unit 361 calculates, as the scheduled departure time of the vehicle 100, a time when the current position coordinates of the vehicle 100 and the current position coordinates of the operation terminal 200 are different from each other. Good.

In addition, when the schedule information input by the user is input to the storage unit 250 of the operation terminal 200 and the user inputs the scheduled departure time in advance in the schedule information, the scheduled departure time is acquired. The unit 361 may acquire such a scheduled departure time.

The scheduled departure time acquisition unit 361, the information acquisition unit 362, the frost degree calculation unit 364, the operation time calculation unit 366, the start time determination unit 368, and the defrost control unit 370 are the control unit 360 of the server 300 and the vehicle 100. It may be provided in any of the control unit 130 of the control module 110 and the control unit 220 of the operation terminal 200. The information stored in the database 340 and the weather information storage unit 350 of the server 300 is set to be output in response to a request from the control unit 130 of the control module 110 or the control unit 220 of the operation terminal 200, and three types of information are stored. If the information calculated by the other control units can be exchanged between the control units, there is no problem in advancing the pre-defrosting process. Further, in the control module 110 of the vehicle 100, vehicle information such as the time when the vehicle 100 in which the control module 110 is mounted is turned on, the current position coordinates of the vehicle 100 in which the control module 110 is mounted, and the like, The weather information distributed from the weather service center 500 may be stored. Further, the storage unit 250 of the user's operation terminal 200 may store vehicle information regarding the user's vehicle 100 and weather information distributed from the weather service center 500. If the information to be stored is only the information of the own vehicle 100 and the weather information, the storage capacity will not become excessively large.

As an example of changing the target to which the scheduled departure time acquisition unit 361, the information acquisition unit 362, the frost degree calculation unit 364, the operation time calculation unit 366, the start time determination unit 368, and the defrost control unit 370 are changed, FIG. As shown in, all of these may be provided in the control unit 130 of the control module 110 of the vehicle 100. In this case, the control module 110 of the vehicle 100 constitutes the defrost control system 10B. Further, in this case, the programs of the processes performed by the respective functional units are stored in the control unit 130 of the control module 110 of the vehicle 100.

-As shown in FIG. 4, the scheduled departure time acquisition unit 361, the information acquisition unit 362, the frost formation degree calculation unit 364, the operation time calculation unit 366, the start time determination unit 368, and the defrost control unit 370 are all operating terminals 200. It may be provided in the control unit 220. In this case, the operation terminal 200 constitutes the defrost control system 10C. Further, in this case, the programs of the processes performed by the respective functional units are stored in the control unit 220 or the storage unit 250 of the operation terminal 200.

-Part of the above functional units may be provided in the control unit 130 of the control module 110 of the vehicle 100, and the remaining functional units may all be provided in the control unit 360 of the server 300. For example, as shown in FIG. 5, the scheduled departure time acquisition unit 361 is provided in the control unit 130 of the control module 110 of the vehicle 100, and the information acquisition unit 362, the frost degree calculation unit 364, the driving time calculation unit 366, the start time. The determination unit 368 and the defrost control unit 370 may be provided in the control unit 360 of the server 300. In this case, the control module 110 of the vehicle 100 and the server 300 configure the defrost control system 10D. Further, in this case, the program of the process performed by the scheduled departure time acquisition unit 361 provided in the control unit 130 of the control module 110 of the vehicle 100 is stored in the control unit 130 of the control module 110. In addition, the program of the processing performed by the information acquisition unit 362, the frost formation degree calculation unit 364, the operation time calculation unit 366, the start time determination unit 368, and the defrost control unit 370 provided in the control unit 360 of the server 300 is the server 300. Is stored in the controller 360.

-A part of the above functional units may be provided in the control unit 130 of the control module 110 of the vehicle 100, and all the remaining functional units may be provided in the control unit 220 of the operation terminal 200. For example, as shown in FIG. 6, the scheduled departure time acquisition unit 361 is provided in the control unit 130 of the control module 110 of the vehicle 100, and the information acquisition unit 362, the frost degree calculation unit 364, the driving time calculation unit 366, the start time. The determination unit 368 and the defrost control unit 370 may be provided in the control unit 220 of the operation terminal 200. In this case, the control module 110 and the operation terminal 200 of the vehicle 100 configure the defrost control system 10E. Further, in this case, the program of the process performed by the scheduled departure time acquisition unit 361 provided in the control unit 130 of the control module 110 of the vehicle 100 is stored in the control unit 130 of the control module 110. Further, the information acquisition unit 362, the frost formation degree calculation unit 364, the operation time calculation unit 366, the start time determination unit 368, and the program for the processing performed by the defrost control unit 370 provided in the control unit 220 of the operation terminal 200 are It is stored in the control unit 220 or the storage unit 250 of the terminal 200.

-A part of the above functional units may be provided in the control unit 360 of the server 300, and the remaining functional units may all be provided in the control unit 220 of the operation terminal 200. For example, as shown in FIG. 7, the information acquisition unit 362, the frost formation degree calculation unit 364, the operating time calculation unit 366, and the start time determination unit 368 are provided in the control unit 360 of the server 300, and the scheduled departure time acquisition unit 361 is provided. The defrost control unit 370 may be provided in the control unit 220 of the operation terminal 200. In this case, the server 300 and the operation terminal 200 configure the defrost control system 10F. Further, in this case, the program of the processing performed by the information acquisition unit 362, the frost formation degree calculation unit 364, the operation time calculation unit 366, and the start time determination unit 368 provided in the control unit 360 of the server 300 is the control unit 360 of the server 300. Memorized in. The programs of the processes performed by the scheduled departure time acquisition unit 361 and the defrost control unit 370 provided in the control unit 220 of the operation terminal 200 are stored in the control unit 220 or the storage unit 250 of the operation terminal 200.

Some of the above-mentioned functional units are provided in the control unit 130 of the control module 110 of the vehicle 100, some of the remaining functional units are provided in the control unit 360 of the server 300, and the rest are all control units of the operation terminal 200. 220 may be provided. For example, as shown in FIG. 8, the scheduled departure time acquisition unit 361 is provided in the control unit 130 of the control module 110 of the vehicle 100, and the information acquisition unit 362, the frost formation degree calculation unit 364, the driving operation in the control unit 360 of the server 300. The time calculation unit 366 and the start time determination unit 368 may be provided, and the control unit 220 of the operation terminal 200 may be provided with the defrost control unit 370. In this case, the control module 110 of the vehicle 100, the server 300, and the operation terminal 200 configure the defrost control system 10G. Further, in this case, the program of the process performed by the scheduled departure time acquisition unit 361 provided in the control unit 130 of the control module 110 is stored in the control unit 130 of the control module 110. The programs of the processes performed by the information acquisition unit 362, the frost formation degree calculation unit 364, the operation time calculation unit 366, and the start time determination unit 368 provided in the control unit 360 of the server 300 are stored in the control unit 360 of the server 300. .. In addition, the program of the process performed by the defrosting control unit 370 provided in the control unit 220 of the operation terminal 200 is stored in the control unit 220 or the storage unit 250 of the operation terminal 200.

10A to 10G... Defrost control system, 100... Vehicle, 110... Control module, 130... Control unit, 170... Air conditioner, 180... Defogger device, 200... Operation terminal, 300... Server, 361... Scheduled departure time acquisition unit, 362... Information acquisition section, section, 364... Frost degree calculation section, 366... Operating time calculation section, 368... Start time determination section, 370... Defrost control section, 372... Defrost confirmation section, 374... Operation determination section.

Claims (9)

An information acquisition unit that acquires frosting information that is information related to frosting on the window glass of the vehicle,
A scheduled departure time acquisition unit that acquires the scheduled departure time of the vehicle,
A frosting degree calculation unit that calculates a frosting degree indicating a frosting amount of the window glass in which frost has occurred at the scheduled departure time, based on the frosting information and the scheduled departure time,
An operating time calculation unit that calculates the operating time of the defroster,
A start time determination unit that determines the operation start time of the defroster,
A defrost control system including a defrost control unit that outputs an operation request signal for requesting operation to the defrost device,
The operating time calculation unit calculates the operating time required to remove frost on the window glass based on the degree of frost formation,
The start time determination unit determines a time that is earlier than the scheduled departure time by the operation time as the operation start time,
The defrost control system outputs the operation request signal for starting the operation of the defrost device at the operation start time. A server that stores the vehicle information and the defrosting device are connected by an external communication network,
The information acquisition unit, the scheduled departure time acquisition unit, the frost degree calculation unit, the operation time calculation unit, the start time determination unit, and the defrost control unit are provided in the server. The defrost control system described. The operation terminal and the defrosting device are connected by an external communication network,
A defrosting confirmation unit that outputs defrosting required information including the degree of frost formation and the operation start time to the operation terminal,
Based on information output from the operation terminal according to the defrosting required information, the defrosting control unit includes a driving determination unit that determines whether to output the driving request signal at the driving start time. The defrosting control system according to claim 1 or 2. At the current position of the vehicle, a data storage unit that stores predicted values of the outside temperature and humidity at the scheduled departure time,
The said frost formation information is the forecast value of the outside temperature and humidity of the said scheduled departure time in the present position of the said vehicle currently memorize|stored in the said data storage part. Defrost control system. The vehicle is equipped with a camera for monitoring the window glass,
The removal of claim 1, wherein the frosting information is an image of the window glass by the camera at a timing when the frosting degree calculation unit calculates the frosting degree of the window glass. Frost control system. A data storage unit that stores information on the operating status of the defrosting device in another vehicle located within a predetermined range from the current position of the vehicle,
The said frost formation information is the operating condition of the defrosting apparatus in said other vehicle memorize|stored in said data storage part in the timing which the said frost formation degree calculation part calculates a frost formation degree. The defrost control system according to any one of claims. On the computer,
An information acquisition process for acquiring frost information, which is information related to frost on the window glass of the vehicle,
A scheduled departure time acquisition process for obtaining the scheduled departure time of the vehicle,
A frosting degree calculation process of calculating the frosting degree indicating the frosting amount of the window glass that has been frosted at the scheduled departure time based on the frosting information and the scheduled departure time,
An operation time calculation process for calculating the operation time of the defroster,
A start time determination process for determining the operation start time of the defroster,
A defrost control program for executing a defrost control process for outputting an operation request signal for requesting operation to the defrost device,
The operation time calculation process is a process of calculating the operation time required to remove frost on the window glass based on the degree of frost formation,
The start time determination process is a process of determining a time earlier than the scheduled departure time by the operation time as the operation start time,
The defrosting control process is a process of outputting the operation request signal for starting the operation of the defrosting device at the operation start time. A control module for a vehicle, which is connected to a server for storing vehicle information by an external communication network,
A transmission unit that outputs the current position coordinates of the vehicle to the server,
A vehicle control module comprising: a receiving unit that receives a driving request signal for starting the operation of the defrosting device at a driving start time calculated based on the current position coordinates. A control module for a vehicle, which is connected to a server for storing vehicle information by an external communication network,
A transmission unit that outputs the image of the window glass acquired by the camera that captures the window glass of the vehicle to the server,
A vehicle control module, comprising: a receiving unit that receives an operation request signal for starting operation of the defroster at an operation start time calculated based on the image of the window glass.