DETECTION DEVICE AND VEHICLE CONTROL DEVICE USING SAME

TECHNICAL FIELD

The present invention relates to a detector for detecting an object while not contacting the object, and a vehicle control device including the detector in a cabin.

BACKGROUND ART

A detector using an infrared camera can detect an object while not contacting the object.

FIG. 33 is a top view of conventional detector 201 disclosed in PTL 1. Detector 201 includes operating part 207, camera 212, and an image processor. Operating part 207 is located to be operable by driver 205 sitting on driver seat 203 near vehicle lateral center line 202 and grabbing steering wheel 204 and by passenger 209 sitting on passenger's seat 206. Camera 212 is disposed to allow left hand 208 of driver 205 and right hand 210 of passenger 209 to reach operating part 207 from driver seat 203 and passenger seat 206, respectively, to be within a capturing range and to enable capturing in predetermined range 211 from operating part 207 to the front of seats. The image processor processes image data obtained by camera 212, and determines whether an operator based on a determination result on the operator whose hand reaches operating part 207 is driver 205 or passenger 209.

The detector detects an occupant while not contacting the occupant. The vehicle is air-conditioned based on a detection result of the detector.

FIG. 34 illustrates conventional vehicle control device 1 disclosed in PTL 2. In vehicle control device 1, two first infrared sensors are disposed in sensor casing 2. The infrared sensors are illustrated as individual sensitive surfaces 3 and 4. Sensitive surface 3 detects range 5 including a driver seat, and sensitive surface 4 detects range 6 including a passenger seat.

To accurately determine a temperature distribution within a range including a passenger on a rear seat, sensor casing 7 including the second infrared sensor is disposed in a controller in a ceiling or the rear of a vehicle. The second infrared sensor includes two beam sensors constituted by first and second beam sensors. The first beam sensor serving as sensitive surface 8 detects a range behind the driver seat toward a rear window, and the second beam sensor serving as sensitive surface 9 detects a range between the passenger seat and the rear window.

PTL 3 discloses a conventional infrared sensor including a beam having plural bent portions to have a relatively large length. PTL 4 and PTL 5 disclose conventional infrared sensors similar to the above sensors.

CITATION LIST
Patent Literatures

PTL 1: Japanese Patent Laid-Open Publication No. 2004-67031

PTL 2: Japanese Patent Laid-Open Publication No. 2000-94923

PTL 3: Japanese Patent Laid-Open Publication No. 2006-170937

PTL 4: Japanese Patent Laid-Open Publication No. 2009-288066

PTL 5: Japanese Patent Laid-Open Publication No. 2010-048803

SUMMARY

A detection device is configured to be used with a vehicle including a cabin, a ceiling, plural pillars, a driver seat, and a passenger seat. The detection device includes a detector disposed on the ceiling or the pillars of the vehicle and a scanning unit that moves the detector for scan. The detector is configured to detect an object in the cabin while not contacting the object

The detection device can detect a temperature of the object accurately, and can control air-conditioning comfortably to the object.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a schematic view of a detection device according to Exemplary Embodiment 1.

FIG. 2 is a front view of the detection device according to Embodiment 1.

FIG. 3A illustrates a detection principle of the detection device according to Embodiment 1.

FIG. 3B is an enlarged view of a detector of the detection device according to Embodiment 1.

FIG. 3C is an enlarged view of another detector of the detection device according to Embodiment 1.

FIG. 4 is a schematic view of a vehicle control device according to Embodiment 1.

FIG. 5A is a top view of a vehicle having a vehicle control device according to Embodiment 1 installed thereto.

FIG. 5B illustrates an interior of the vehicle illustrated in FIG. 5A.

FIG. 6 is a front view of the vehicle control device according to Embodiment 1.

FIG. 7 illustrates occupants operating an electronic device according to Embodiment 1.

FIG. 8 is a block diagram of a vehicle control device according to Exemplary Embodiment 2.

FIG. 9 is a front view of a detection device to be used in the vehicle control device according to Embodiment 2.

FIG. 10A is a top view of a vehicle having the detection device according to Embodiment 2 installed thereto.

FIG. 10B is a partially enlarged view of an interior of the vehicle illustrated in FIG. 10A.

FIG. 11 is a side view of the vehicle according to Embodiment 2.

FIG. 12 illustrates a scanning part of the vehicle control device according to Embodiment 2.

FIG. 13 illustrates a detectable range of the detection device according to Embodiment 2.

FIG. 14 illustrates a dashboard according to Embodiment 2.

FIG. 15 is a block diagram of a vehicle control device according to Exemplary Embodiment 3.

FIG. 16 is a front view of a detection device of the vehicle control device according to Embodiment 3.

FIG. 17 is a top view of the detection device according to Embodiment 3.

FIG. 18 is a block diagram of a vehicle control device according to Exemplary Embodiment 4.

FIG. 19 is a front view of a detection device of the vehicle control device according to Embodiment 4.

FIG. 20 is a top view of the detection device according to Embodiment 4.

FIG. 21 is a block diagram of a vehicle control device according to Exemplary Embodiment 5.

FIG. 22 is a front view of a detection device of the vehicle control device according to Embodiment 5.

FIG. 23 is a top view of the detection device according to Embodiment 5.

FIG. 24 is a block diagram of a vehicle control device according to Exemplary Embodiment 6.

FIG. 25 is a front view of a detection device according to Embodiment 6.

FIG. 26 is a top view of the detection device according to Embodiment 6.

FIG. 27 is a schematic view of an infrared sensor according to Exemplary Embodiment 7.

FIG. 28A is a top view of an infrared detection unit of the infrared sensor according to Embodiment 7.

FIG. 28B is a cross-sectional view of the infrared detection unit along line 28B-28B illustrated in FIG. 28A.

FIG. 28C is a cross-sectional view of the infrared detection unit along line 28C-28C illustrated in FIG. 28A.

FIG. 29A is a top view of an infrared detection unit of an infrared sensor according to Exemplary Embodiment 8.

FIG. 29B is a cross-sectional view of the infrared detection unit along line 29B-29B illustrated in FIG. 29A.

FIG. 29C is a cross-sectional view of the infrared detection unit illustrated in FIG. 29A taken along line 29C-29C.

FIG. 30A is a top view of an infrared detection unit of an infrared sensor according to Exemplary Embodiment 9.

FIG. 30B is a cross-sectional view of the infrared detection unit along 30B-30B illustrated in FIG. 30A.

FIG. 30C is a cross-sectional view of the infrared detection unit along 30C-30C illustrated in FIG. 30A.

FIG. 31A is a top view of an infrared detection unit of an infrared sensor according to Exemplary Embodiment 10.

FIG. 31B is a cross-sectional view of the infrared detection unit along line 31B-31B illustrated in FIG. 31A.

FIG. 31C is a cross-sectional view of the infrared detection unit along line 31C-31C illustrated in FIG. 31A.

FIG. 32A is a top view of an infrared detection unit of an infrared sensor according to Exemplary Embodiment 11.

FIG. 32B is a cross-sectional view of the infrared detection unit along line 32B-32B illustrated in FIG. 32A.

FIG. 32C is a cross-sectional view of the infrared detection unit along line 32C-32C illustrated in FIG. 31A.

FIG. 32D is a cross-sectional view of the infrared detection unit along line 32D-32D illustrated in FIG. 32A.

FIG. 33 is a top view of a conventional detector.

FIG. 34 illustrates a conventional vehicle control device.

DETAIL DESCRIPTION OF PREFERRED EMBODIMENTS
Exemplary Embodiment 1

FIG. 1 is a schematic diagram of detection device 220 according to Exemplary Embodiment 1. FIG. 2 is a front view of detection device 220.

Detection device 220 includes detector 221, detector 222, and processor 224. Processor 224 processes outputs from detector 221 and detector 222, and measures object 223, such as a human, an article, such as a beverage or an electronic device, or a pet, irradiating infrared rays.

Detection device 220 is disposed above a space, such as a cabin or a house, where object 223 moves so that a range where object 223 that is an occupant to be measured by detection device 220 moves coincides with a detectable range of detector 221 and a detectable range of detector 222. That is, detector 221 and detector 222 are installed such that object 223 moves between detector 221 and detector 222 and below detector 221 and detector 222. In the following description, a side where detector 221 and detector 222 are disposed shown in FIG. 2 will be referred to as “above” and a side where object 223 is disposed will be referred to as “below.” Detectors 221 and 222 are disposed in upward direction D220a, and object 223 is disposed in downward direction D220b.

Detectors 221 and 222 face downward to a direction between detector 221 and detector 222 such that object 223 is located in each of detectable range 225 of detector 221 and detectable range 226 of detector 222. Processor 224 processes outputs of detector 221 and detector 222 disposed as described above to determine which one of detector 221 or detector 222 is closer to object 223 and to measure a location of object 223 projected on plane 228 having a normal line which is line 227 connecting detector 221 to detector 222 perpendicularly to plane 228. Line 227 is perpendicular to upward direction D220a and downward direction D220b. That is, plane 228 is parallel to upward direction D220a and downward direction D220b.

Detector 221 and detector 222 according to Embodiment 1 are implemented by infrared sensors and can detect object 223 while not contacting the object. Each of the infrared sensors includes a thermal infrared detection unit having a temperature sensing unit embedded therein. The temperature sensing unit is a thermoelectric converter implemented by a thermopile for converting thermal energy caused by infrared rays from object 223 to electrical energy. The infrared sensor has plural pixel units each including the temperature sensing unit and a MOS transistor for extracting an output voltage of the temperature sensing unit. The number of pixel units is a×b, and the pixel units are arranged in a one-dimensional array or a two-dimensional array with a rows and b columns on a surface of a semiconductor substrate. The pixel units are implemented by non-contact infrared detection elements. The number of pixel units satisfies a≧1 and b≧1. 8×8 of the pixel units are arranged according to Embodiment 1.

While advantages of Embodiment 1 can be obtained by using cameras or TOF sensors as detectors 221 and 222, the infrared sensors can provide highly accurate detection device 220 inexpensively.

The detection of object 223 by detection device 220 will be described below. FIG. 3A illustrates a detecting operation of detection device 220. FIG. 3B is an enlarged view of detector 221. FIG. 3C is an enlarged view of detector 222. In FIGS. 3B and 3C, detectors 221 and 222 that are not tilted are indicated by broken lines.

Tilting of detectors 221 and 222 will be described below. Detectors 221 and 222 are infrared sensors 200x having including light-receiving surfaces 221a and 222a for receiving infrared rays, respectively. Pixel units 200p described above and each constituted by non-contact infrared detecting element 200y are arranged along light-receiving surfaces 221a and 222a. Each of detectors 221 and 222 has a detectable range where infrared rays can be detected. These detectable ranges pass through middles 221c and 222c of light-receiving surfaces 221a and 222a, and expand from center axes 221b and 222b extending perpendicularly to light-receiving surfaces 221a and 222a, respectively. Thus, detectors 221 and 222 have directivities from center axes 221b and 222b, respectively.

Distance D from one of middle 221c of detector 221 and middle 222c of detector 222 to object 223 in a corresponding one of the directions of axes 229a and 229b is expressed by formula (1) with a distance L between middle 221c of detector 221 and middle 222c of detector 222, a tilt angle α of center axis 221b of detector 221 from axis 229a on plane 228 and extending in upward direction D220a (downward direction D220b), a tilt angle β of center axis 222b of detector 222 from axis 229b on plane 228 and extending in upward direction D220a (downward direction D220b), a focal length f of detectors 221 and 222, a distance Ca from middle 221c of light-receiving surface 221a of detector 221 to thermal centroid 221d of object 223, and a distance Cb from middle 222c of light-receiving surface 222a of detector 222 to thermal centroid 222d of object 223.

$\begin{matrix} D = \frac{L \cdot f}{Ca \cdot \cos α + f \cdot \sin α + Cb \cdot \cos β + f \cdot \sin β} & (1) \end{matrix}$

Formula (1) provides distance D from detection device 220 to object 223 so that a position of object 223 projected perpendicularly onto plane 228 can be calculated.

Detectors 221 and 222 allows detection device 220 not only to detect which one of detector 221 or 222 is closer to object 223 but also to detect the position of object 223 projected perpendicularly onto plane 228. Formula (1) allows object 223 to be accurately detected with a simple algorithm.

Vehicle control device 230 using detection device 220 will be described below.

FIG. 4 is a schematic diagram of vehicle control device 230. FIG. 5A is a top view of vehicle 231. FIG. 5B illustrates an inside of vehicle 231. FIG. 6 is a front view of vehicle control device 230. Vehicle 231 includes cabin 231a, ceiling 231b, pillars 234a, 234b, 237a, and 237b, driver seat 233, and passenger seat 236. Detector 221 is closer to driver seat 233 than to passenger seat 236, whereas detector 222 is disposed closer to passenger seat 236 than to driver seat 233.

In vehicle control device 230 according to Embodiment 1, detector 221 is provided on B-pillar 234b closer to driver seat 233 to have driver 232 of vehicle 231 seated thereon, and detector 222 is disposed on another B-pillar 237b closer to passenger seat 236 to have passenger 235 seated thereon. Detector 221 and detector 222 are connected to processor 224. Processor 224 processes outputs of detector 221 and detector 222, and controls electronic device 238. Center axis 221b of detector 221 and center axis 222b of detector 222 are disposed in downward direction D220b with respect to horizontal direction H220 and face seats 240 (driver seat 233 and passenger seat 236) to have occupants 239 (driver 232 and passenger 235), which are objects 223, to be seated thereon. Middle 221c of detector 221 is located away from middle 222c of detector 222 by a distance of 1500 mm. Middles 221c and 222c are disposed at a middle of seats 240 in forward direction D231a (rearward direction D231b) perpendicular to upward direction D220a (downward direction D220b) of vehicle 231. Detectors 221 and 222 are disposed such that center axis 221b of detector 221 and center axis 222b of detector 222 are tilted toward windshield 241 of vehicle 231 with respect to line 227 connecting middle 221c of detector 221 to middle 222c of detector 222.

Detector 221 and detector 222 disposed at a middle of seats 240 in forward direction D231a (rearward direction D231b) prevents head 242 of occupant 239 from entering a detectable range of a closer one of detector 221 or detector 222, and facilitates the whole body of occupant 239 to enter a detectable range of the other of detector 221 or detector 222 away from the occupant. This allows occupants 239 to be detected accurately by vehicle control device 230. In addition, since detectors 221 and 222 are disposed on B-pillars 234b and 237b, respectively, detectors 221 and 222 are less likely to be seen by occupant 239 when occupant 239 is seated on seat 240 so that detectors 221 and 222 may not hinder driving. Thus, it is possible to detect an operation of occupant 239 accurately without impairing comfort of occupant 239. Detectors 221 and 222 are preferably disposed at a middle of seats 240 in forward direction D231a (rearward direction D231b) of B-pillars 234b and 237b. Alternatively, detectors 221 and 222 may be disposed closer to windshield 241 than to the middle. In this case, it is possible to prevent head 242 of one of occupants 239 seated closer to detectors 221 and 222 from hindering. That is, it is possible to prevent errors in detection caused in a situation where occupant 239 is seated near detector 221 or detector 222 and the detectable range of detector 221 is occupied by head 242 of driver 232 or the detectable range of detector 222 is occupied by head 242 of occupant 239 on passenger seat 236.

Since detector 221 and detector 222 are disposed such that center axes 221b and 222b are tilted in downward direction D220b toward seats 240 with respect to horizontal direction H220, detector 221 or detector 222 can detect the whole body of occupant 239, thereby detecting occupant 239 accurately.

Distance L between middle 221c of detector 221 and middle 222c of detector 222 is 1500 mm, distance L may be changed as necessary depending on vehicle 231 having vehicle control device 230 mounted thereto. In particular, distance L preferably ranges from 500 mm to 1500 mm. In this case, vehicle control device 230 can be applied to typical automobiles.

Since center axes 221b and 222b of detectors 221 and 222 are tilted toward windshield 241 of vehicle 231 with respect to line 227, a cause of an erroneous detection in which occupant 239 closer to detector 221 and detector 222 is incorrectly detected as occupant 239 farther from detector 221 and detector 222 can be reduced, and thus, occupant 239 can be accurately detected.

Control of electronic device 238 by vehicle control device 230 will be described below.

FIG. 7 illustrates occupant 239 operating electronic device 238. In accordance with Embodiment 1, electronic device 238 controlled by vehicle control device 230 is an air conditioner and a car navigation system. Operation panel 244 of the car navigation system is disposed above switch 243 of the air conditioner. Control of electronic device 238 by vehicle control device 230 in this state will be described. Table 1 shows control of electronic device 238 by vehicle control device 230.

TABLE 1

Object 223
Switch 243
Operation Panel 244

Passenger 235
Light
Start/Screen Display

Driver 232
Turn Off
Turn off

In the case where passenger 235 has hand 245 extend from passenger seat 236 to switch 243 of the air conditioner as to have hand 245 of passenger 235 approach switch 243 of the air conditioner, processor 224 determines, based on detection results of detector 221 and detector 222, that passenger 235 tries to operate the air conditioner. At this moment, processor 224 causes switch 243 of the air conditioner to illuminate, and performs control of facilitating operation of switch 243 of the air conditioner.

In a case where passenger 235 on passenger seat 236 has hand 245 extend to operation panel 244 of the car navigation system, the processor 224 detects that hand 245 is close to operation panel 244 above switch 243 of the air conditioner and controls display on operation panel 244 for easy operation by passenger 235, such as starting up operation panel 244 or showing a necessary display, such as a search screen on operation panel 244.

On the other hand, in a case where driver 232 has hand 246 extend from driver seat 233 to switch 243 of the air conditioner or operation panel 244 of the car navigation system, processor 224 determines that driver 232 tries to operate the air conditioner or the car navigation system from driver seat 233. At this moment, if vehicle 231 runs, operation from driver seat 233 is dangerous. Thus, to avoid danger, switch 243 or operation panel 244 is turned off in order to prevent operation by driver 232.

Vehicle control device 230 can thus detect a movement of object 223 in a direction parallel to plane 228, and can determine that electronic device 238 out of electronic devices 238 occupant 239 tries to operate, and performs control for each operation, thereby enhancing comfort of occupant 239. In addition, it is possible to determine which one of detectors 221 and 222 is closer to object 223, and thus, electronic device 238 can be controlled to avoid danger of vehicle 231 due to operation by driver 232 during running of vehicle 231. Accordingly, safety of vehicle 231 can be enhanced.

The control method for electronic device 238 is not limited to the method described above. Electronic device 238 may be controlled to enhance comfort of occupant 239 by other methods such as a method of ejecting a disc when occupant 239 extends a hand to a place near the disc in a music player, for example.

Although detector 221 and detector 222 are disposed on B-pillars 234b and 237b, detectors 221 and 222 may be disposed on not B-pillars 234b and 237b but A-pillars 234a and 237a. In this case, detectors 221 and 222 are also less likely to be seen by occupant 239 so that detectors 221 and 222 can detect an operation of occupant 239 without discomfort of occupant 239.

With typical detector 201 disclosed in PTL 1, in a vehicle equipped with a plurality electronic devices in a vertical direction, a driver and a passenger cannot be distinguished with respect to electronic devices except an operating part.

On the other hand, vehicle control device 230 according to the first exemplary embodiment can determine movements not only in lateral directions of object 340 but also upward direction D220a and downward direction D220b to control electronic device 238, and thus, is useful especially for controlling an air conditioner and other devices of vehicle 231 and houses.

Detector 221 is disposed closer to driver seat 233 than to passenger seat 236. Detector 222 is disposed closer to passenger seat 236 than to driver seat 233. Detection device 220 includes processor 224 that detects, based on outputs of detectors 221 and 222, a movement of occupant 239 on plane 228 having normal line coincide with line 227 connecting detector 221 to detector 222.

Each of detector 221 and detector 222 is implemented by infrared sensor 200x including plural infrared detecting elements 200y arranged in a one-dimensional array or a two-dimensional array.

Processor 224 may detect distance D from the occupant to each of detectors 221 and 222 in a direction perpendicular to a line connecting detector 221 to detector 222 by Formula (1) with a distance L between detectors 221 and 222, a tilt angle α of detector 221, a tilt angle β of detector 222, a focal length f of detectors 221 and 222, a distance Ca from center 221a of light-receiving surface 221a of detector 221 to thermal centroid 221d of the occupant, and a distance Cb from middle 222c of a light-receiving surface of detector 222 to thermal centroid 222d of the occupant.

$\begin{matrix} D = \frac{L \cdot f}{Ca \cdot \cos α + f \cdot \sin α + Cb \cdot \cos β + f \cdot \sin β} & (1) \end{matrix}$

Vehicle control device 230 is mounted to vehicle 231 having electronic device 238 mounted thereto. Vehicle control device 230 includes detection device 220 and processor 224 that controls an electronic device based on outputs of detectors 221 and 222. Detectors 221 and 222 are disposed in cabin 231a of vehicle 231.

Detectors 221 and 222 may be tilted toward windshield 241 of vehicle 231 with respect to line 227 connecting detector 221 to detector 222.

Detectors 221 and 222 may be disposed on A-pillars 234a and 237a or B-pillars 234b and 237b of vehicle 231.

Detector 221 may be disposed such that, when an occupant is closer to detector 222, the whole body of the occupant is within detectable range 225 of detector 221, and detector 222 may be disposed such that when an occupant is closer to detector 221, the whole body of the occupant is within detectable range 226 of detector 222.

The distance between detectors 221 and 222 may be equal to or larger than 500 mm and is equal to or smaller than 1500 mm.

Processor 224 may determine, based on outputs of detector 221 and detector 222, which side of detector 221 or detector 222 an occupant is seated.

Upon detecting that an occupant approaches one of electronic devices 238, processor 224 may control this electronic device without controlling the other electronic devices.

Exemplary Embodiment 2

FIG. 8 is a block diagram of vehicle control device 17 according to Exemplary Embodiment 2. FIG. 9 is a front view of detection device 11 for use in vehicle control device 17. FIG. 10A is a top view of vehicle 12 on which detection device 11 is mounted. FIG. 10B is an enlarged view of an interior of vehicle 12. FIG. 11 is a side view of vehicle 12.

Detection device 11 according to Embodiment 2 includes detector 13 mounted to vehicle 12 and scanning part 14 that moves detector 13 for scan. Detector 13 includes detector 15 and detector 16. Vehicle control device 17 includes detection device 11, detector interface (I/F) circuit 18 connected to detector 15, and detector I/F circuit 19 connected to detector 16. Vehicle control device 17 further includes processor 21 and controller 23. Processor 21 estimates thermal feeling of occupant 20 that is an object irradiating infrared rays, such as a human, an object such as a beverage or an electronic device, or a pet, based on outputs of detector I/F circuit 18 and detector I/F circuit 19. Controller 23 controls air conditioner 22 based on an estimated result of the thermal feeling. The thermal feeling of occupant 20 herein refers to the degree of hot or cold felt by occupant 20.

Each of detector 15 and detector 16 is implemented by plural infrared sensors. Each of the infrared sensors includes a thermal infrared detection unit in which a temperature sensing unit is embedded. The temperature sensing unit is a thermoelectric converter constituted by a thermopile for converting thermal energy caused by infrared rays from an object to electrical energy. In the infrared sensor, a×b pixel units 24 each including the temperature sensing unit and a MOS transistor for extracting outputs of the temperature sensing unit are arranged in a two-dimensional array of a rows and b columns on a surface of a semiconductor substrate. Pixel units 24 are implemented by non-contact infrared detection elements. In accordance with Embodiment 2, pixel units 24 are arranged in a matrix that is an array of eight rows and eight columns. Infrared sensors for detector 15 and detector 16 can provide highly accurate temperature sensors inexpensively.

An arrangement of detection device 11 in vehicle 12 will be described below. Vehicle 12 includes cabin 12a, ceiling 30, pillars 31a, 31b, 91a, and 91b, driver seat 25, and passenger seat 26. In the following description, directions connecting driver seat 25 and passenger seat 26 are defined as X-axis directions. In particular, a direction from passenger seat 26 toward driver seat 25 is defined as a positive direction of the X-axis, and a direction from driver seat 25 toward passenger seat 26 is defined as a negative direction of the X-axis. Directions connecting windshield 27 and rear windshield 28 are defined as Y-axis directions. In particular, a direction from rear windshield 28 toward windshield 27 is defined as a positive direction of the Y-axis, and a direction from windshield 27 toward rear windshield 28 is defined as a negative direction of the Y-axis. Directions connecting floor 29 and ceiling 30 will be hereinafter referred to as Z-axis directions. In particular, a direction from floor 29 toward ceiling 30 is defined as a positive direction of the Z-axis, and a direction from ceiling 30 to floor 29 is defined as a negative direction of the Z-axis. The X-axis, Y-axis, and Z-axis are perpendicular to one another.

Detector 15 is disposed on B-pillar 31b closer to driver seat 25 and detector 16 is disposed on B-pillar 91b closer to passenger seat 26 in vehicle 12. Detector 15 is disposed closer to driver seat 25 than to passenger seat 26, and detector 16 is disposed closer to passenger seat 26 than to driver seat 25. Detector 15 and detector 16 are disposed such that occupant 20 enters in detectable ranges 32 of detector 15 and detector 16. Detector 15 and detector 16 are disposed at a middle of seats (driver seat 25 and passenger seat 26) in the Y-axis directions. Since detector 15 and detector 16 are disposed on B-pillars 31b and 91b, detectors 15 and 16 are less likely visible from occupant 20 so that detectors 15 and 16 can detect occupant 20 without hindering comfort of occupant 20. Although detector 15 and detector 16 may be disposed not on B-pillars 31b and 91b but on A-pillar 31a and 91a, detector 15 and detector 16 are preferably disposed on B-pillars 31b and 91b. This is because the whole body of occupant 20 can be easily detected in this case. Although detector 15 and detector 16 are disposed at a middle of the seats in the Y-axis directions, the present invention is not limited to this example. The positions of detectors 15 and 16 may be changed depending on the configuration of vehicle 12.

Tilting of detectors 15 and 16 will be specifically described. As illustrated in FIG. 9, detectors 15 and 16 include light-receiving surfaces 15a and 16a for detecting infrared rays, respectively. Each of detectors 15 and 16 has a detectable range where each detector can detect infrared rays. Pixel units 24 implemented by non-contact infrared detecting elements are arranged along light-receiving surfaces 15a and 16a. The detectable ranges of detectors 15 and 16 pass through middles 15c and 16c of light-receiving surfaces 15a and 16a and expand from center axes 15b and 16b perpendicular to light-receiving surfaces 15a and 16a, respectively. Thus, detectors 15 and 16 have directivity flaring about center axes 15b and 16b, respectively.

Detectors 15 and 16 are disposed such that center axis 15b of detector 15 and center axis 16b of detector 16 are tilted by 60 degrees in the negative direction of the Z-axis of vehicle 12 with respect to a line connecting middle 15c of detector 15 and middle 16c of detector 16. This arrangement enables detection of temperatures of fingertips and knees of occupant 20, and thus, the whole body of occupant 20 can be easily detected. Although center axis 15b of detector 15 and center axis 16b of detector 16 are tilted by 60 degrees in the negative direction of the Z-axis, this tilt angle may be changed as appropriate depending on the configuration of vehicle 12. In this manner, in detection device 11 according to Embodiment 2, the angles of detector 15 and detector 16 can be changed depending on the configuration of vehicle 12. Thus, detection device 11 is applicable to a wide variety of vehicles 12.

Scan of detectable ranges of detector 15 and detector 16 will be described below, using detector 15 as an example. FIG. 12 illustrates scan of a detectable range of detector 15 by scanning part 14. FIG. 13 illustrates detectable ranges 32 and 34 of detector 15 to be scanned. In FIG. 13, detectable range 34 of detector 15 obtained by scanning pixel units 24 in a length of ½ of length D1, that is, a length of Da/2, of pixel units 24 of detector 15 along long axis 33 (a longest portion of pixel units 24) is denoted by broken lines. Length Da is merely an example for description, and the invention is not limited to this length. Length Da may be determined as appropriate depending on application conditions of detection device 11.

Scanning part 14 includes a device, such as a motor, for rotating detector 15 (16), rotates detector 15 about rotation axis 35 in a direction of long axis 33 of pixel units 24 by distance Da at each predetermined time, and performs scan by a predetermined distance.

Detector 15 detects infrared rays at each scan, and after the scan, obtains a temperature distribution by summing up temperature distributions obtained by detector I/F circuit 18. By summing up temperature distributions, a resolution of the resulting temperature distribution is increased. Detector 15 after completion of scan is moved reversely for scan, detects infrared rays by distance Da at each scan similarly, and after the scan in the reverse direction, acquires a temperature distribution with a high resolution.

In this manner, by obtaining a temperature distribution with a high resolution, temperature of occupant 20 can be separated from temperatures of background such as a seat so that the temperature of occupant 20 can be accurately measured. In addition, by obtaining a temperature distribution with a high resolution, occupants 20, such as driver 36 and passenger 37, can be accurately distinguished from each other. This accurate distinction enhances detection accuracy of detector 15 and detector 16 and accuracy in estimating thermal feeling so that air-conditioning can be optimally controlled. Since air-conditioning can be optimally controlled, fuel efficiency of vehicle 12 can be increased, and comfort of occupant 20 can be enhanced.

Processor 21 includes processing unit 38 and setting unit 39. Processing unit 38 estimates thermal feeling based on the temperature distribution obtained by detector 15 and detector 16. Setting unit 39 has a threshold for use in estimation of thermal feeling.

Air conditioner 22 includes controller 23 that controls air conditioner 22, louver 40, compressor 41, and fan 42. Louver 40, compressor 41, and fan 42 are connected to controller 23. Controller 23 controls louver 40, compressor 41, and fan 42 depending on an output of processing unit 38, thereby controlling air-conditioning.

An operation of processing unit 38 for estimating thermal feeling will be described below.

First, processing unit 38 acquires a temperature distribution from outputs of detector 15 and detector 16.

Next, processing unit 38 distinguishes a temperature of occupant 20 from background temperature of, for example, a seat, based on the temperature distribution obtained from detector 15 and detector 16. Processing unit 38 calculates an average temperature of occupant 20 (hereinafter described as a temperature of occupant 20), and estimates thermal feeling of occupant 20 from the temperature of occupant 20 and background temperatures. The thermal feeling has steps, such as “hot,” “very hot,” “cold,” “very cold,” and “moderate”, determined in accordance with the degree of thermal feeling of occupant 20

Air conditioner 22 is controlled according to an estimation result of thermal feeling. For example, in a case where thermal feeling of occupant 20 is estimated to be at a stage at which occupant 20 feels “hot,” processing unit 38 controls air conditioner 22 to reduce a set temperature of a cooler or increase the amount of air. After controlling air conditioner 22 according to the estimated temperature feeling, processing unit 38 continuously estimates thermal feeling for a predetermined time. After the predetermined time elapses, if the thermal feeling of occupant 20 is not at the stage of “moderate,” processing unit 38 controls air conditioner 22 according to the estimated thermal feeling at this moment. In this manner, thermal feeling is estimated, and air conditioner 22 is performed after a lapse of the predetermined time in accordance with the thermal feeling so that air conditioner 22 can be frequently controlled, thereby preventing occupant 20 from feeling uncomfortably.

FIG. 14 illustrates dashboard 43 of vehicle 12 according to Embodiment 2.

Detection device 11 according to Embodiment 2 includes detector 15 disposed closer to driver seat 25, detector 16 disposed closer to passenger seat 26, detector I/F circuit 18, detector I/F circuit 19, scanning part 14 that moves detector 15 and detector 16 for scan, processor 21, and controller 23.

Detector 15 and detector 16 are tilted by 60 degrees in the negative direction of the Z-axis of vehicle 12 with respect to a line connecting middle 15c of detector 15 and middle 16c of detector 16. Detector 15 and detector 16 are moved for scan in the Y-axis directions. That is, center axis 15b of detector 15 and center axis 16b of detector 16 rotate on a plane including the Y-axis.

Dashboard 43 of vehicle 12 includes air outlet 44, air outlet 45, air outlet 46, and air outlet 47 arranged in this order from driver seat 25 to passenger seat 26.

Detection device 11 according to Embodiment 2 distinguishes driver 36 and passenger 37 from each other based on outputs of detector 15 and detector 16, and estimates thermal feeling of driver 36 and passenger 37. In accordance with the estimated thermal feeling, air conditioner 22 is controlled differently between driver 36 and passenger 37. More specifically, air supply from air outlet 44 and air outlet 45 closer to driver 36 is controlled in accordance with the thermal feeling of driver 36, whereas air supply from air outlet 46 and air outlet 47 closer to passenger seat 26 is controlled in accordance with the thermal feeling of passenger 37. In this manner, occupant 20 is distinguished so that air-conditioning is controlled in accordance with thermal feeling of each occupant 20, thereby allowing occupants 20 to be comfortable.

In typical vehicle control device 1 illustrated in FIG. 34, the whole body of an occupant cannot be detected, resulting in difficulty in controlling air-conditioning for providing comfort of each occupant.

In vehicle 12 including detection device 11 according to Embodiment, air supply from air outlet 44 may be controlled differently from air supply from air outlet 45 with air supply from air outlet 46 being controlled differently from air supply from air outlet 47. In this manner, air outlets closer to the same occupant 20 may be individually controlled so that comfort of occupant 20 can be further enhanced.

Exemplary Embodiment 3

FIG. 15 is a block diagram of vehicle control device 52 according to Exemplary Embodiment 3. FIG. 16 is a front view of detection device 51 of vehicle control device 52. FIG. 17 is a top view of detection device 51. In FIGS. 15 to 17, components identical to those of vehicle control device 17 and detection device 11 according to Embodiment 2 illustrated in FIGS. 8 and 9 are denoted by the same reference numerals. Detection device 51 according to Embodiment 3 is different from detection device 11 according to Embodiment 2 in arrangement and scan of detectable ranges of detector 13 (detector 15 and detector 16).

Detection device 51 according to Embodiment 3 includes detector 13 mounted on vehicle 12. Detector 13 includes detector 15 and detector 16. Vehicle control device 52 further includes detection device 51, detector I/F circuit 18 connected to detector 15, and detector I/F circuit 19 connected to detector 16. Detector 15 and detector 16 are connected to scanning part 14. Vehicle control device 52 further includes processor 21 and controller 23. Processor 21 estimates thermal feeling of occupant 20 from outputs of detector I/F circuit 18 and detector I/F circuit 19. Controller 23 controls air conditioner 22 based on the estimated thermal feeling.

Detector 15 is disposed on B-pillar 31b closer to driver seat 25 of vehicle 12, and detector 16 is disposed on B-pillar 91b closer to passenger seat 26. Since detector 15 and detector 16 are disposed on B-pillars 31b and 91b, detectors 15 and 16 are less likely visible from occupant 20 so that detectors 15 and 16 can detect occupant 20 without discomfort of occupant 20.

Detectors 15 and 16 are disposed such that center axis 15b of detector 15 and center axis 16b of detector 16 are tilted by an angle ranging from 10 to 15 degrees in a positive direction of the Y-axis. This arrangement can prevent a failure in detecting occupant 20 away from detector 15 and detector 16 due to hindering by a head of occupant 20 closer to detector 15 and detector 16. In this manner, accuracy in distinguishing driver 36 and passenger 37 can be further enhanced. Detector 15 and detector 16 are moved for scan in Z-axis directions by scanning part 14. That is, center axis 15b of detector 15 and center axis 16b of detector 16 rotate in a plane including a Z-axis. Thermal feeling of occupant 20 is estimated from outputs of detector 15 and detector 16. Air conditioner 22 is controlled in accordance with the estimated thermal feeling. In this manner, air conditioner 22 can be controlled to provide comfort of occupant 20. Detector 15 and detector 16 are tilted by an angle ranging from 10 to 15 degrees in the positive direction of the Y-axis. However, the invention is not limited to this example, and the tilt angle may be changed as appropriate depending on the configuration of vehicle 12. In this manner, the angle of detector 15 and detector 16 can be changed depending on the configuration of vehicle 12 so that detection device 51 is applicable to a wide variety of vehicles 12.

Detection device 51 can detect temperatures of fingertips and knees of occupant 20 in detail. In this manner, detection accuracy of detector 15 and detector 16 is enhanced so that estimation accuracy of thermal feeling can be enhanced. This enables optimum control of air-conditioning so that fuel efficiency of vehicle 12 can be enhanced and comfort of occupant 20 can also be enhanced.

Since detection device 51 can measure a precise temperature distribution of occupant 20, thermal feeling of each occupant 20 can be estimated for driver 36 and passenger 37. The estimated thermal feeling of each occupant 20 may be used for controlling air conditioner 22 for each occupant 20. Such control can enhance comfort of occupant 20.

Exemplary Embodiment 4

FIG. 18 is a block diagram of vehicle control device 62 according to Exemplary Embodiment 4. FIG. 19 is a front view of detection device 61 of vehicle control device 62. FIG. 20 is a top view of detection device 61. In FIGS. 18 to 20, components identical to those of vehicle control device 17 and detection device 11 according to Embodiment 2 illustrated in FIGS. 8 and 9 are denoted by the same reference numerals. Detection device 61 according to Embodiment 4 is different from detection device 11 according to Embodiment 2 in arrangement and scan of detection detector 13 (detector 15 and detector 16).

Detection device 61 according to Embodiment 4 includes detector 13 mounted on vehicle 12. Detector 13 includes detector 15 and detector 16. Vehicle control device 62 includes detection device 61, detector I/F circuit 18 connected to detector 15, and detector I/F circuit 19 connected to detector 16. Detector 15 and detector 16 are connected to scanning part 14. Vehicle control device 62 further includes processor 21 and controller 23. Processor 21 estimates thermal feeling of occupant 20 from outputs of detector I/F circuit 18 and detector I/F circuit 19. Controller 23 controls air conditioner 22 based on the estimated thermal feeling.

Viewing downward from ceiling 30 of vehicle 12, detector 15 and detector 16 are disposed between driver seat 25 and passenger seat 26 and near a middle between inside rearview mirror 30a and room lamp 30b. Light-receiving surface 15a of detector 15 faces driver seat 25, and light-receiving surface 16a of detector 16 faces passenger seat 26. Since detector 15 and detector 16 are disposed on ceiling 30, detectors 15 and 16 are less likely visible from occupant 20 so that detectors 15 and 16 can detect occupant 20 without discomfort of occupant 20.

Center axis 15b of detector 15 and center axis 16b of detector 16 are tilted by 45 degrees in a negative direction of the Z-axis with respect to a line connecting middle 15c of detector 15 and middle 16c of detector 16. Detector 15 and detector 16 are moved for scan by scanning part 14 in Y-axis directions. That is, center axis 15b of detector 15 and center axis 16b of detector 16 rotate in a plane including a Y-axis. Processor 21 estimates thermal feeling of occupant 20 from outputs of detector 15 and detector 16. Controller 23 controls air conditioner 22 in accordance with the estimated thermal feeling. In this manner, air conditioner 22 can be controlled to provide comfort of occupant 20. Center axis 15b of detector 15 and center axis 16b of detector 16 are tilted by 45 degrees in the negative direction of the Z-axis. However, the invention is not limited to this example, and this tilt angle may be changed as necessary depending on the configuration of vehicle 12.

In detection device 61, detector 15 and detector 16 are moved for scan in the Y-axis directions so that temperatures of fingertips and knees of occupant 20 can be detected precisely. In this manner, detection accuracy of detector 15 and detector 16 is enhanced so that estimation accuracy of thermal feeling can be enhanced. This enables optimum control of air-conditioning so that fuel efficiency of vehicle 12 can be enhanced and comfort of occupant 20 can also be enhanced. Viewing from above, detection device 61 is disposed between driver seat 25 and passenger seat 26 and near a center between inside rearview mirror 30a and room lamp 30b. Thus, the installation angle of detection device 61 does not depend on the type of the vehicle so that detection device 61 is applicable to a wide variety of vehicles 12.

Since detection device 61 can detect a precise temperature distribution of occupant 20, thermal feeling of each occupant 20, each of driver 36 and passenger 37, can be estimated. The estimated thermal feeling of each occupant 20 may be used for controlling air conditioner 22 for each occupant 20. Such control can enhance comfort of occupant 20.

Exemplary Embodiment 5

FIG. 21 is a block diagram of vehicle control device 72 according to Exemplary Embodiment 5. FIG. 22 is a front view of detection device 71 of vehicle control device 72. FIG. 23 is a top view of detection device 71. In FIGS. 21 to 23, components identical to those of vehicle control device 17 and detection device 11 according to Embodiment 2 illustrated in FIGS. 8 and 9 are denoted by the same reference numerals. Detection device 71 according to Embodiment 5 is different from detection device 11 according to Embodiment 2 in arrangement and scan of detectable ranges of detector 13 (detector 15 and detector 16).

Detection device 71 according to Embodiment 5 includes detector 13 mounted on vehicle 12. Detector 13 includes detector 15 and detector 16. Vehicle control device 72 includes detection device 71, detector I/F circuit 18 connected to detector 15, and detector I/F circuit 19 connected to detector 16. Detector 15 and detector 16 are connected to scanning part 14. Vehicle control device 72 further includes processor 21 and controller 23. Processor 21 estimates thermal feeling of occupant 20 from outputs of detector I/F circuit 18 and detector I/F circuit 19. Controller 23 controls air conditioner 22 based on the estimated thermal feeling.

Detector 15 and detector 16 are moved for scan in Z-axis directions by scanning part 14. That is, center axis 15b of detector 15 and center axis 16b of detector 16 rotate in a plane including a Z-axis. Processor 21 estimates thermal feeling of occupant 20 from outputs of detector 15 and detector 16 having detectable ranges scanned by scanning part 14. Controller 23 controls air conditioner 22 in accordance with the estimated thermal feeling. In this manner, air conditioner 22 can be controlled to provide comfort of occupant 20. In this manner, the angle of detector 15 and detector 16 can be changed depending on the configuration of vehicle 12 so that detection device 71 is applicable to a wide variety of vehicles 12.

Detection device 71 can detect temperatures of fingertips and knees of occupant 20 precisely. In this manner, detection accuracy of detector 15 and detector 16 is enhanced so that estimation accuracy of thermal feeling can be enhanced. This enables optimum control of air-conditioning so that fuel efficiency of vehicle 12 can be enhanced and comfort of occupant 20 can also be enhanced.

Since detection device 71 can detect a precise temperature distribution of occupant 20, thermal feeling of each occupant 20 can be estimated for driver 36 and passenger 37. The estimated thermal feeling of each occupant 20 may be used for controlling air conditioner 22 for each occupant 20. Such control can enhance comfort of occupant 20.

Detector 15 and detector 16 may be disposed on inside rearview mirror 30a or room lamp 30b. In the configuration where detectors 15 and 16 are disposed on inside rearview mirror 30a or room lamp 30b, detector 15 and detector 16 can detect the entire interior of vehicle 12.

Detector 15 and detector 16 may be disposed in front of driver seat 25 and passenger seat 26. In the configuration where detectors 15 and 16 are disposed in front of driver seat 25 and passenger seat 26, detectors 15 and 16 can detect a temperature of the face of occupant 20 at the front thereof to estimate thermal feeling more accurately.

Exemplary Embodiment 6

FIG. 24 is a block diagram of vehicle control device 83 according to Exemplary Embodiment 7. FIG. 25 is a front view of detection device 81 of vehicle control device 83. FIG. 26 is a top view of detection device 81. In FIGS. 24 to 26, components identical to those of vehicle control device 17 and detection device 11 according to Embodiment 2 illustrated in FIGS. 8 and 9 are denoted by the same reference numerals.

Detection device 81 according to Embodiment 6 includes detector 82 mounted on vehicle 12. Vehicle control device 83 includes detection device 81, detector I/F circuit 84 connected to detector 82, and scanning part 14 that moves detector 82 for scan. Vehicle control device 83 further includes processor 21 and controller 23. Processor 21 estimates thermal feeling of occupant 20 from an output of detector I/F circuit 84. Controller 23 controls air conditioner 22 based on the estimated thermal feeling.

Viewing downward from ceiling 30 of vehicle 12, detector 82 is disposed between driver seat 25 and passenger seat 26 and near a middle between inside rearview mirror 30a and room lamp 30b. Since detector 82 is disposed on ceiling 30, detector 82 is less likely visible from occupant 20 so that detector 82 can detect occupant 20 without discomfort of occupant 20.

Scanning part 14 moves detector 82 for scan such that center axis 82b of detector 82 moves from a horizontal direction toward driver seat 25 parallel to ceiling 30 to a direction toward driver seat 25, then to a direction toward floor 29, to a direction toward passenger seat 26, and then to a direction toward passenger seat 26 parallel to ceiling 30. From the state in which axis 82b is directed toward passenger seat 26 and is parallel to ceiling 30, detector 82 is moved for scan reversely until axis 82b is directed toward driver seat 25 and is parallel to ceiling 30. In this manner, center axis 82b of detector 82 is moved for scan along a line connecting driver seat 25 and passenger seat 26. Processor 21 estimates thermal feeling of occupant 20 from an output of detector 13 moved for scan by scanning part 14. Controller 23 controls air conditioner 22 in accordance with the estimated thermal feeling. In this manner, air conditioner 22 can be controlled to provide comfort to occupant 20.

By moving detector 82 for scan in X-axis directions, detection device 81 can detect temperatures of fingertips and knees of occupant 20 precisely. In this manner, detection accuracy of detector 82 is enhanced so that estimation accuracy of thermal feeling can be enhanced. Since air-conditioning can be optimally controlled, fuel efficiency of vehicle 12 can be increased, and comfort of occupant 20 can be enhanced.

In detection device 81, since one detector 82 can detect occupant 20 and estimate thermal feeling, vehicle control device 83 can be inexpensive.

In addition, since detection device 81 can measure a precise temperature distribution of occupant 20, thermal feeling of each occupant 20, each of driver 36 and passenger 37, can be estimated. The estimated thermal feeling of each occupant 20 may be used for controlling air conditioner 22 for each occupant 20. Such control can enhance comfort of occupant 20.

As described above, vehicle 12 includes cabin 12a, ceiling 30, pillars 31b and 91b (31a and 91a), driver seat 25, and passenger seat 26. Detection devices 11, 51, 61, 71, and 81 are used together with vehicle 12. Detection device 11 includes detector 13 that detects occupant 20 in cabin 12a while not contacting occupant 20 and scanning part 14 that moves detector 13 for scan. Detector 13 is disposed on ceiling 30 or pillar 31a (31b) of vehicle 12.

Detector 13 may include detector 15 disposed closer to driver seat 25 than to passenger seat 26 and detector 16 disposed closer to passenger seat 26 than driver seat 25.

In this case, the pillars include B-pillars 31b and 91b. Detector 15 and detector 16 are disposed on B-pillars 31b and 91b.

Vehicle 12 further includes windshield 27 facing cabin 12a and rear windshield 28 facing cabin 12a. Scanning part 14 may move detector 15 and detector 16 for scan in a direction toward windshield 27 to a direction toward rear windshield 28.

Detector 15 and detector 16 may be tilted toward windshield 27 with respect to a line connecting detector 15 to detector 16.

Vehicle 12 further includes floor 29 facing cabin 12a. Scanning part 14 may move detector 15 and detector 16 for scan from a direction toward floor 29 to a direction toward ceiling 30.

Viewing from ceiling 30, detector 15 and detector 16 may be disposed between driver seat 25 and passenger seat 26.

Scanning part 14 may move detector 15 and detector 16 for scan from a direction toward floor 29 to a direction toward ceiling 30.

Scanning part 14 may move detector 13 for scan along a line connecting driver seat 25 to passenger seat 26.

Vehicle control device 17 (52, 62, 72, 83) includes detection device 11 (51, 61, 71, 81) and controller 23. Controller 23 is configured to estimate thermal feeling of occupant 20 based on an output of detection device 11 (51, 61, 71, 81), and to control air conditioner 22 mounted on the vehicle in accordance with the estimated thermal feeling.

Air conditioner 22 may be disposed close to driver seat 25. In this case, controller 23 may be configured to estimate thermal feeling of an occupant on a passenger seat and to control air conditioner 22 close to passenger seat 26 of vehicle 12 in accordance with the estimated thermal feeling.

Exemplary Embodiment 7

FIG. 27 is a schematic diagram of infrared sensor 480 according to Exemplary Embodiment 7.

Each pixel unit 481 includes infrared detection unit 483a and an MOS transistor that is a switching device for selecting a pixel. In infrared sensor 480, pixel units 481 are arranged in a two-dimensional array (matrix) on a surface of substrate 403. In accordance with Embodiment 7, as illustrated in FIG. 27, 8×8 pixel units 481 are arranged on a surface of substrate 403. The number and arrangement of pixel units 481, however, are not limited to this example. Infrared sensor 480 functions as detectors 221 and 222 according to Embodiment 1 or detectors 15 and 16 according to Embodiments 2 to 7. Pixel units 481 function as pixel units 200p according to Embodiment 1 and pixel units 24 according to Embodiments 2 to 7.

Infrared sensor 480 includes vertical read lines each corresponding to infrared detection units 483a in a corresponding row and used for reading signals from infrared detection units 483a. Here, drain electrodes of the MOS transistors are connected to infrared detection units 483a while source electrodes of the MOS transistors are connected to vertical read lines. Vertical read lines are connected in common. Infrared sensor 480 includes horizontal signal lines each corresponding to infrared detection units 483a in a corresponding column and used for switching the MOS transistors to turn on and off the MOS transistors. That is, gate electrodes of the MOS transistors are connected to the horizontal signal lines. The horizontal signal lines are connected in common. The horizontal signal lines are connected to a reference potential through reference bias lines corresponding to infrared detection units 483a in each row. The reference bias lines are connected in common via a common ground line. The vertical read lines, reference bias lines, horizontal signal lines, and common ground lines are electrically connected to pads 482. In this configuration, potentials of pads 482 are controlled to turn on the MOS transistors sequentially so that outputs of infrared detection units 483a can be read out sequentially. Signals from infrared detection units 483a are output to signal processing circuit 499 to be amplified by signal processing circuit 499.

FIG. 28A is a top view of infrared detection unit 483a. FIG. 28B is a cross-sectional view of infrared detection unit 483a along line 28B-28B illustrated in FIG. 28A. FIG. 28C is a cross-sectional view of infrared detection unit 483a along line 28C-28C illustrated in FIG. 28A. Infrared sensor 480 includes substrate 403 having cavity 401 and support 402, infrared absorber 404 disposed above cavity 401, beam 405 disposed above cavity 401 and connecting support 402 to infrared absorber 404, and connector portion 406 connecting beam 405 to infrared absorber 404. Beam 405 faces cavity 401. Beam 405 is ends 405a and 405b opposite to each other connected to support 402, and extends from end 405a to end 405b in direction D405. Connector portion 406 extends from beam 405 to infrared absorber 404 in direction D406 different from direction D405. Beam 405 and connector portion 406 can be shortened so that warpage of infrared absorber 404 can be reduced. This configuration prevents damage caused by contact of infrared absorber 404 with substrate 403. Connector portion 406 preferably extends from center 405c of beam 405 toward infrared absorber 404. In accordance with the embodiments, the terms “middle” and “center” refer to degrees each including a margin in design, and mean substantial middle and substantial center, respectively.

As illustrated in FIGS. 28A to 28C, support 402 is provided with cold junction 414 and cold junction 415. Hot junctions 412 and 413 are provided on beam 405. Infrared detection unit 483a includes thermocouple 416 coupling cold junction 414 to hot junction 412 and thermocouple 417 coupling cold junction 415 to hot junction 413. Cold junction 414 is connected to a MOS transistor through wiring 418 and to signal processing circuit 499. Cold junction 415 is connected to a reference potential through wiring 418. Hot junction 412 is connected to hot junction 413 with wiring 418. Infrared absorber 404 is surrounded by slit 411.

As illustrated in FIGS. 28A to 28C, infrared detection unit 483a may further include infrared absorber 409 disposed above cavity 401. Infrared absorbers 404 and 409 are preferably provided symmetrically to each other with respect to beam 405. This configuration can reduce warpage of infrared absorbers 404 and 409, and allows the infrared detection unit to be easily formed.

An operation of infrared sensor 480 will be briefly described below. Infrared absorbers 404 and 409 of infrared detection unit 483a absorb infrared rays, i.e., heat. The absorbed heat is transmitted to beam 405 through connector portion 406. The heat reaching beam 405 increases temperatures of hot junctions 412 and 413. Substrate 403 does not absorb heat as much as infrared absorbers 404 and 409, and thus, the temperature rise of cold junctions 414 and 415 on substrate 403 is smaller than temperature rises of hot junctions 412 and 413. Accordingly, a temperature difference between each of hot junctions 412 and 413 and each of cold junctions 414 and 415 increases, and allows thermocouples 416 and 417 to produce a potential difference between cold junctions 414 and 415. This potential difference is supplied from infrared detection units 483a provided in pixel units 481 to signal processing circuit 499 through wiring 418 and pads 482. Signal processing circuit 499 can detect a temperature of each pixel unit 481 from the potential difference.

As illustrated in FIGS. 28A to 28C, direction D406 directed from beam 405 toward infrared absorber 404 in connector portion 406 is preferably perpendicular to direction D405 in which beam 405 extends. Since directions D405 and D406 are perpendicular to each other, infrared absorber 404 easily has a configuration symmetrical with respect to an axis extending in direction D406 so that warpage of infrared absorber 404 can be further reduced. The term “perpendicular” herein includes a margin in design, and means substantially vertical. The term “symmetrical” herein includes a margin in design, and means substantially symmetrical.

As illustrated in FIGS. 28A to 28C, infrared absorber 404 is preferably connected only to beam 405. This configuration increases the total surface area of the infrared absorber so that sensitivity of infrared sensor 480 can be enhanced.

As illustrated in FIGS. 28A to 28C, the surface area of infrared absorber 404 is preferably larger than the surface area of beam 405. This configuration can increase the total surface area of infrared absorber 404 so that sensitivity of infrared sensor 480 can be enhanced.

As illustrated in FIGS. 28A to 28C, the length of thermocouple 416 coupling cold junction 414 to hot junction 412 is preferably equal to the length of thermocouple 417 coupling cold junction 415 to hot junction 413. As the lengths of the thermocouples increase, thermal insulation between the hot junction and the cold junction increases, and thus, sensitivity of the infrared sensor increases. In the case where a thermal conductivity of a material of thermocouple 416 is equal to a thermal conductivity of a material of thermocouple 417, sensitivity of heat quantity detected by infrared absorber 404 depends largely on a shorter one of thermocouples 416 and 417. Thus, the configuration in which thermocouples 416 and 417 have the same length can further enhance sensitivity of infrared sensor 480. The term “equal” herein includes a margin in design, and means substantially equal. As illustrated in FIGS. 28A to 28C, in a plan view, beam 405 is preferably symmetrical with respect to an axis perpendicular to direction D405 in which beam 405 extends. This configuration can further reduce warpage of infrared absorber 404 and beam 405, and allows the unit to be easily formed.

As illustrated in FIGS. 28A to 28C, a distance between hot junction 412 and hot junction 413 is preferably smaller than a length of connector portion 406 in direction D405. Reduction of the distance between hot junction 412 and hot junction 413 can increase the lengths of thermocouples 416 and 417 and increase thermal insulation between hot junction 412 and cold junction 414 and thermal insulation between hot junction 413 and cold junction 415 so that sensitivity of infrared sensor 480 can be further enhanced.

As illustrated in FIGS. 28A to 28C, the length of connector portion 406 in direction D405 is preferably smaller than the length of infrared absorber 404 in direction D405. The shorter length of connector portion 406 in direction D405 can reduce dissipation of heat absorbed in infrared absorber 404 that is otherwise easily dissipated so that sensitivity of infrared sensor 480 can be further enhanced.

As illustrated in FIGS. 28A to 28C, slit 411 is preferably disposed between beam 405 and infrared absorber 404. This configuration can reduce dissipation of heat absorbed in infrared absorber 404 so that sensitivity of infrared sensor 480 can be further enhanced.

As illustrated in FIGS. 28A to 28C, infrared detection unit 483a may further include infrared absorber 409 disposed above cavity 401 and connector portion 410 connecting infrared absorber 409 to beam 405. Infrared absorber 404 and infrared absorber 409 are preferably provided symmetrically to each other with respect to beam 405. This configuration can further reduce warpage of infrared absorber 404 and infrared absorber 409, and allows the unit to be easily formed.

Each of thermocouple 416 and thermocouple 417 is preferably made of a material containing silicon germanium. The silicon germanium may preferably be expressed as Si_1-XGe_X(where 0.15≦X≦0.85). To reduce warpage of infrared absorber 404, beam 405 and connector portion 406 are shortened. Thus, the lengths of thermocouples 416 and 417 are also reduced. The reduced lengths of thermocouples 416 and 417 facilitate transmission of heat absorbed in infrared absorbers 404 and 409 to cold junctions 414 and 415. Since thermocouples 416 and 417 are made of material containing silicon germanium, thermal conductivity can be smaller than a material containing only one of silicon or germanium. This configuration reduces transmission of heat absorbed in infrared absorbers 404 and 409 to cold junctions 414 and 415 so that sensitivity of infrared sensor 480 can be enhanced.

Thermocouple 416 is preferably made of material with an N-type conductivity while thermocouple 417 is preferably made of material with a P-type conductivity. This configuration allows thermocouples 416 and 417 to have Seebeck coefficients having opposite polarities, hence exhibiting the Seebeck effect.

Substrate 403 is preferably made of silicon, that is, may mainly contain silicon while containing other substances.

As illustrated in FIGS. 28A to 28C, wiring 418 connecting hot junction 412 to hot junction 413 is preferably disposed above hot junctions 412 and 413. Cold junction 414 or 415 is preferably connected to signal processing circuit 499 that processes a signal from infrared absorber 404. This configuration is preferable since signal processing circuit 499 can process a signal detected by infrared absorber 404.

As illustrated in FIGS. 28A to 28C, infrared absorbers 404 and 409 and beam 405 preferably have the same film structure. Specifically, each of infrared absorbers 404 and 409 and beam 405 preferably has a laminated structure of films 407 and 408 stacked on each other. Film 407 preferably has a structure in which silicon oxide film 407a of silicon oxide is stacked on silicon nitride film 407b of silicon nitride. Silicon oxide film 407a is provided on substrate 403, silicon oxide film 407b is provided on silicon oxide film 407b, and film 408 is provided on silicon nitride film 407b. Film 408 is preferably made of a silicon oxide film, such as boron-doped phosopho-silicate glass (BPSG) film. Film 408 is preferably thicker than film 407. A passivation film may be formed on film 408 to cover wiring 418. The passivation film has a laminated structure including a phosopho-silicate glass (PSG) film and a non-doped silicate glass (NSG) film on the PSG film.

Exemplary Embodiment 8

FIG. 29A is a top view of infrared detection unit 483b of an infrared sensor according to Exemplary Embodiment 8. FIG. 29B is a cross-sectional view of infrared detection unit 483b along line 29B-29B illustrated in FIG. 29A. FIG. 29C is a cross-sectional view of infrared detection unit 483b along line 29C-29C illustrated in FIG. 29A. In FIGS. 29A to 29C, components identical to those of infrared detection unit 483a according to Embodiment 7 illustrated in FIGS. 28A to 28C are denoted by the same reference numerals. Similarly to infrared detection unit 483a according to Embodiment 7, infrared detection unit 483b is provided in pixel unit 481 of infrared sensor 480 illustrated in FIG. 27, and functions similarly to infrared detection unit 483a.

As illustrated in FIGS. 29A to 29C, in infrared detection unit 483b according to Embodiment 8, the length of beam 405 of connector portion 406 in direction D405 is equal to the length of infrared absorbers 404 and 409 in direction D405.

The lengths of infrared absorbers 404 and 409 in direction D405 are smaller than those in Embodiment 7. This configuration can advantageously reduce warpage of infrared absorbers 404 and 409 in direction D405 in which beam 405 extends.

The length of connector portion 406 in direction D405 is larger than that in Embodiment 7. The strength of connector portion 406 is increased so that reliability of the infrared sensor can be enhanced.

As described above, infrared detection unit 483b according to Embodiment 8 can adjust its configuration depending on priorities of sensitivity and reliability.

Exemplary Embodiment 9

FIG. 30A is a top view of infrared detection unit 483c of an infrared sensor according to Exemplary Embodiment 9. FIG. 30B is a cross-sectional view of infrared detection unit 483c along line 30A-30A illustrated in FIG. 30A. FIG. 30C is a cross-sectional view of infrared detection unit 483c along line 30C-30C illustrated in FIG. 30A. In FIGS. 30A to 30C, components identical to those of infrared detection unit 483a according to Embodiment 7 illustrated in FIGS. 28A to 28C are denoted by the same reference numerals. Similarly to infrared detection unit 483a according to Embodiment 7, infrared detection unit 483c is provided in pixel unit 481 of infrared sensor 480 illustrated in FIG. 27 and functions similarly to infrared detection unit 483a.

In infrared detection unit 483c according to Embodiment 9 illustrated in FIGS. 30A to 30C, substrate 403 has a rectangular shape, and beam 405 extends along a diagonal line of the rectangular shape of substrate 403. Thus, thermocouple 416 and thermocouple 417 can be longer than those of Embodiment 4. This configuration increases the lengths of thermocouples 416 and 417 while reducing warpage of infrared absorbers 404 and 409 so that sensitivity of infrared detection unit 483c can be enhanced advantageously. The sensitivity depends not only on the lengths of thermocouples 416 and 417 but also on the areas of infrared absorbers 404 and 409. In the case where it is difficult to reduce thermal conductivities of thermocouples 416 and 417 relatively, the areas of infrared absorbers 404 and 409 and the lengths of thermocouples 416 and 417 are adjusted so that sensitivity can be set at an optimum value.

As described above, infrared detection unit 483c according to Embodiment 9 can adjust its material and configuration in order to obtain an optimum sensitivity.

Exemplary Embodiment 10

FIG. 31A is a top view of infrared detection unit 483d of an infrared sensor according to Exemplary Embodiment 10. FIG. 31B is a cross-sectional view of infrared detection unit 483d along line 31B-31B illustrated in FIG. 31A. FIG. 31C is a cross-sectional view of infrared detection unit 483d along line 31C-31C illustrated in FIG. 31A. In FIGS. 31A to 31C, components identical to those of infrared detection unit 483a according to Embodiment 7 illustrated in FIGS. 28A to 28C are denoted by the same reference numerals. Similarly to infrared detection unit 483a according to Embodiment 7, infrared detection unit 483d is provided in pixel unit 481 of infrared sensor 480 illustrated in FIG. 27 and functions similarly to infrared detection unit 483a.

As illustrated in FIGS. 31A to 31C, infrared detection unit 483d according to Embodiment 10 includes only infrared absorber 404 out of infrared absorbers 404 and 409, and does not have a configuration symmetrical with respect beam 405. The total area of slit 411 can be smaller than that of Embodiment 7. Thus, the total area of infrared absorber 404 can be larger than that of Embodiment 7. This configuration can enhance sensitivity of infrared sensor 480 according to the increased amount of total area of infrared absorber 404.

As described above, infrared detection unit 483d according to Embodiment 10 can adjust its configuration in order to obtain an optimum sensitivity.

Exemplary Embodiment 11

FIG. 32A is a top view of infrared detection unit 483e of an infrared sensor according to Exemplary Embodiment 11. FIG. 32B is a cross-sectional view of infrared detection unit 483e along line 32B-32B illustrated in FIG. 32A. FIG. 32C is a cross-sectional view of infrared detection unit 483e along line 32C-32C illustrated in FIG. 32A. FIG. 32D is a cross-sectional view of infrared detection unit 483e along line 32D-32D illustrated in FIG. 32A. In FIGS. 32A to 32D, components identical to those of infrared detection unit 483a according to Embodiment 7 illustrated in FIGS. 28A to 28C are denoted by the same reference numerals. Similar to infrared detection unit 483a according to Embodiment 7, infrared detection unit 483e is provided in pixel unit 481 of infrared sensor 480 illustrated in FIG. 27 and functions similarly to infrared detection unit 483a.

As illustrated in FIGS. 32A to 32D, infrared detection unit 483e according to Embodiment 11 further includes beam 419 disposed above cavity 401 and connecting support 402 to beam 405. In a plan view, beam 419 surrounds infrared absorber 404. This configuration can increase the lengths of thermocouples 416 and 417. Thus, the lengths of thermocouples 416 and 417 can be increased while reducing warpage of infrared absorbers 404 and 409 so that sensitivity of infrared sensor 480 can be enhanced. The sensitivity depends not only on the lengths of thermocouples 416 and 417 but also on the area of infrared absorber 404. By adjusting the area of infrared absorber 404 and the lengths of thermocouples 416 and 417, an optimum sensitivity can be obtained.

As described above, infrared detection unit 483e according to Embodiment 11 can adjust its configuration in order to obtain an optimum sensitivity.

As illustrated in FIGS. 32A to 32D, beam 419 is preferably surrounded by slit 411a. Slit 411 inside of beam 419 has preferably a smaller area than slit 411a outside of beam 419. Beam 419 is connected to support 402 via connector portion 420. The length of connector portion 406 in direction D406 perpendicular to direction D405 in which beam 405 extends is preferably smaller than the length of connector portion 420 in direction D406. This configuration further reduces warpage of infrared absorber 404.

In conventional infrared sensor disclosed in PTL 3, each of the beam and the infrared absorber has a hollow thin film structure including a stack of films where warpage occurs due to residual stress caused by fabrication processes. In this infrared sensor, the infrared absorber is supported by two different beams, and the distance between the two supports is relatively long. Thus, residual stress increases warpage, resulting in the possibility of damage of the beam or the infrared absorber.

Each of infrared detection units 483a to 483e according to Embodiments 7 to 11 reduces warpage of infrared absorber 404 (409) so that film damage of infrared absorber 404 (409) can be reduced, and reliable infrared sensor 480 can be provided.

Infrared sensor 480 includes substrate 403 having cavity 401 and including 402, infrared absorber 404 disposed above cavity 401, beam 405 disposed above cavity 401, and connector portion 406 connecting beam 405 to infrared absorber 404. Beam 405 connects support 402 to infrared absorber 404 and extends in direction D405. Connector portion 406 extends in direction D406 directed extends from center 405c of beam 405 toward infrared absorber 404 and is different from direction D405.

Direction D406 may be perpendicular to direction D405.

Infrared absorber 404 may be connected only to beam 405.

Infrared absorber 404 may have a surface area larger than beam 405.

The length of connector portion 406 in direction D405 may be smaller than the length of infrared absorber 404 in direction D405.

Slit 411 may be provided between beam 405 and infrared absorber 404.

Infrared sensor 480 may further include infrared absorber 409 disposed above cavity 401. In this case, infrared absorbers 404 and 409 are symmetrical to each other with respect to beam 405.

In a plan view, beam 405 may be symmetrical with respect to an axis perpendicular to direction D405.

Infrared sensor may further include thermocouple 416 and thermocouple 417. Thermocouple 416 includes cold junction 414 provided on support 402 and hot junction 412 provided on beam 405. Thermocouple 417 includes cold junction 415 provided on support 402 and hot junction 413 provided on beam 405. The length of thermocouple 416 from cold junction 414 to hot junction 412 is equal to the length of thermocouple 417 from cold junction 415 to hot junction 413.

Infrared sensor may further include wiring 418 connecting hot junction 412 to hot junction 413 and signal processing circuit 499 that processes a signal from infrared absorber 404.

Each of thermocouple 416 and thermocouple 417 may be made of material containing silicon germanium.

Thermocouple 416 may be made of material with an N-type conductivity while and thermocouple 417 may be made of material with a -type conductivity.

The distance between hot junction 412 and hot junction 413 may be smaller than the length of connector portion 406 in direction D405.

Infrared sensor 480 may further include beam 419 disposed above cavity 401 and connecting support 402 and beam 405 to each other. In this case, beam 419 surrounds infrared absorber 404 in a plan view.

Substrate 403 may be made of silicon.

REFERENCE MARKS IN THE DRAWINGS

11, 51, 61, 71, 81 detection device

12 vehicle

13, 82 detector

14 scanning part

15 detector (first detector)

16 detector (second detector)

17, 52, 62, 72, 83 vehicle control device

20 occupant

21 processor

22 air conditioner

23 controller

24 pixel unit

25 driver seat

26 passenger seat

27 windshield

28 rear windshield

29 floor

30 ceiling

31
b,
91
b B-pillar

32 detectable range

34 detectable range after scan

35 rotation axis

36 driver

37 passenger

38 processing unit

39 setting unit

220 detection device

221 detector (first detector)

222 detector (second detector)

223 object (occupant)

224 processor

225 detectable range

226 detectable range

227 line

228 plane

229
a,
229
b axis

230 vehicle control device

231 vehicle

232 driver

233 driver seat

234
a A-pillar

234
b B-pillar

235 passenger

236 passenger seat

237
a A-pillar

237
b B-pillar

238 electronic device

239 occupant

240 seat

241 windshield

242 head

243 switch

244 operation panel

401 cavity

402 support

403 substrate

404 infrared absorber (first infrared absorber)

405 beam (first beam)

406 connector portion (first connector portion)

409 infrared absorber (second infrared absorber)

410 connector portion (second connector portion)

411 slit

412 hot junction (first hot junction)

413 hot junction (second hot junction)

414 cold junction (first cold junction)

415 cold junction (second cold junction)

416 thermocouple (first thermocouple)

417 thermocouple (second thermocouple)

418 wiring

419 beam (second beam)

480 infrared sensor

481 pixel unit

483
a-483e infrared detection unit

Number	Date	Country	Kind
2014-247613	Dec 2014	JP	national
2015-055655	Mar 2015	JP	national
2015-084048	Apr 2015	JP	national

DETECTION DEVICE AND VEHICLE CONTROL DEVICE USING SAME

Information

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Abstract

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