WO2017002552A1 - Glow plug control device - Google Patents

Glow plug control device Download PDF

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Publication number
WO2017002552A1
WO2017002552A1 PCT/JP2016/066910 JP2016066910W WO2017002552A1 WO 2017002552 A1 WO2017002552 A1 WO 2017002552A1 JP 2016066910 W JP2016066910 W JP 2016066910W WO 2017002552 A1 WO2017002552 A1 WO 2017002552A1
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WIPO (PCT)
Prior art keywords
battery
glow plug
voltage
control unit
electronic control
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PCT/JP2016/066910
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French (fr)
Japanese (ja)
Inventor
文哉 森田
Original Assignee
株式会社 豊田自動織機
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Application filed by 株式会社 豊田自動織機 filed Critical 株式会社 豊田自動織機
Priority to DE112016002941.1T priority Critical patent/DE112016002941B4/en
Publication of WO2017002552A1 publication Critical patent/WO2017002552A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P19/00—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
    • F02P19/02—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs

Definitions

  • the present invention relates to a glow plug control device.
  • a glow plug control device is used to improve the startability of diesel engines.
  • the glow plug 202 is connected to the battery 200 via a relay 201 for turning on / off the current.
  • a relay 201 for turning on / off the energization is driven by an engine ECU (engine electronic control unit) 203.
  • the engine ECU 203 calculates the energization time to the glow plug 202 using the input voltage from the battery 200 and executes on / off control of the relay 201.
  • the engine ECU 203 calculates the energization time using the battery voltage after the key switch of the vehicle is operated to the ignition on position, and starts energizing the glow plug 202. By heating the combustion chamber by energizing the glow plug 202, the ignitability of the diesel engine is improved.
  • the glow plug 212 is connected to a battery (for example, 24V battery) 210 other than 12V via a relay 211, and the power source to the engine ECU 214 is a DC / DC converter. 213 is stepped down to 12V and supplied. At this time, since the output voltage of the DC / DC converter 213 is set to a constant value of 12 V, the power supply voltage supplied to the glow plug 212 and the power supply voltage supplied to the engine ECU 214 are different. For this reason, the engine ECU 214 does not know the battery voltage, so that it is impossible to perform energization control of the glow plug suitable for the battery voltage value.
  • An object of the present invention is to provide a glow plug control device that can appropriately control energization of a glow plug when the glow plug power supply voltage and the engine electronic control unit power supply voltage are different.
  • a glow plug control device includes a battery, a glow plug that can be energized by the battery, a converter configured to step down or step up and output the voltage of the battery, and step down or step up by the converter. And an engine electronic control unit configured to perform energization control to the glow plug.
  • the voltage of the battery is sent to the engine electronic control unit through an in-vehicle network communication line connected to a second electronic control unit configured to be driven by the battery.
  • the engine electronic control unit controls energization time of the glow plug according to the voltage of the battery sent from the second electronic control unit through the in-vehicle network communication line.
  • the block diagram of the glow plug control apparatus in one Embodiment The flowchart for demonstrating the effect
  • the glow plug control device 30 includes an engine electronic control unit (hereinafter referred to as an engine ECU) 31, a glow plug 32, a relay 33, a battery 34, and a DC / DC converter 35. .
  • an engine ECU engine electronic control unit
  • glow plug 32 a glow plug 32
  • a relay 33 a battery 34
  • DC / DC converter 35 a DC / DC converter 35
  • the output voltage (standard output voltage) of the battery 34 is 24V.
  • the relay 33 has a relay coil 33a and a relay contact 33b.
  • the glow plug 32 is connected to the battery 34 via a relay contact 33b.
  • relay contact 33b is closed by excitation of relay coil 33a.
  • the glow plug 32 is energized by the battery 34.
  • the glow plug 32 can be energized by the battery 34.
  • the same voltage as the output voltage of the battery 34 is supplied to the glow plug 32.
  • the DC / DC converter 35 steps down the voltage of 24V of the battery 34 to 12V and outputs it.
  • the engine ECU 31 is supplied with 12V, which is a voltage stepped down by the DC / DC converter 35. That is, a voltage lower than the output voltage of the battery 34 is supplied to the engine ECU 31.
  • the engine ECU 31 is connected to a key switch 36 of the vehicle, and the engine ECU 31 detects an operation position (for example, an off position or an ignition on position) of the key switch 36.
  • the battery 34 is connected to another electronic control unit (hereinafter referred to as second ECU) 37.
  • the second ECU 37 is configured to be driven by the battery 34.
  • the second ECU 37 is configured to detect the voltage of the battery 34.
  • the second electronic control unit is connected to the battery 24 without passing through the DC / DC converter 35.
  • An in-vehicle network communication line 38 is connected to the second ECU 37.
  • CAN Controller Area Network
  • the second ECU 37 is configured to transmit the detected voltage of the battery 34 to the in-vehicle network communication line 38.
  • the in-vehicle network communication line 38 is connected to the engine ECU 31. Then, the voltage of the battery 34 is sent from the second ECU 37 to the engine ECU 31 through the in-vehicle network communication line 38 connected to the second ECU 37.
  • the engine ECU 31 is connected to the second ECU 37 through the in-vehicle network communication line 38 without passing through the DC / DC converter 35. That is, the engine ECU 31 is configured to receive the voltage of the battery 24 from the second ECU 37 through a path that bypasses the DC / DC converter.
  • the engine ECU 31 outputs a glow plug energization signal to the relay 33 to control energization to the glow plug 32. Specifically, energization is controlled by energizing or demagnetizing the relay coil 33a and closing or opening the relay contact 33b. At this time, the engine ECU 31 controls the energization time of the glow plug 32 by performing on / off control of the relay 33 according to the voltage of the battery 34.
  • FIG. 3 shows the operation position of the key switch 36, the state of the relay 33, and the state of the energization counter.
  • the engine ECU 31 sets an initial value in step 101 in FIG. 2 to calculate the energization time Tset1 of the glow plug 32, and in step 104 in FIG.
  • the energization to 32 is started. Therefore, energization to the glow plug 32 can be started at the same timing as the control shown in FIG.
  • the engine ECU 31 calculates the energization time Tset2 using the battery voltage value at step 108 in FIG. 2, and energizes from the difference from the already energized time as shown at time t2 in FIG. Change the time and continue energization.
  • the engine ECU 31 starts the processing in FIG. 2 and determines whether or not it is after acquiring the voltage of the battery 34 by CAN communication in step 100. To do. That is, the engine ECU 31 determines in step 100 whether or not the voltage of the battery 34 has been acquired from the second ECU 37 through CAN communication. If the engine ECU 31 has not acquired the voltage of the battery 34 by CAN communication and is not able to acquire the voltage of the battery 34, the process proceeds to step 101.
  • the engine ECU 31 calculates the energization time Tset1 of the glow plug 32 using a predetermined initial value (default value) as the voltage of the battery 34.
  • the initial value of the voltage of the battery 34 is a provisional fixed value before the battery voltage is detected, and in the present embodiment, is a standard battery voltage of 24V.
  • the reason why the initial value of the voltage of the battery 34 is set to the standard battery voltage 24V is as follows. If the initial value is set to a small value, the glow plug energization time may be lengthened, and the reliability of the glow plug may be impaired. is there.
  • step 102 determines whether or not the glow plug 32 is not energized. If the glow plug 32 is not energized, the engine ECU 31 sets the glow plug energization time Tset1 as the remaining energization time Tn in step 103, and energizes the relay coil 33a in step 104 to close the relay contact 33b and The energization to 32 is started.
  • the engine ECU 31 determines in step 105 whether or not it is after acquiring the voltage of the battery 34 from the CAN communication. That is, the engine ECU 31 determines in step 105 whether or not the voltage of the battery 34 has been acquired from the second ECU 37 through CAN communication. If the engine ECU 31 determines that the voltage of the battery 34 has not been acquired by CAN communication, the process returns to step 100. If the engine ECU 31 determines in step 100 that the voltage of the battery 34 has not yet been acquired by CAN communication, the engine ECU 31 proceeds to step 106 after step 101 and after the glow plug 32 is energized in step 102.
  • step 106 the engine ECU 31 subtracts the energized time Ts from the glow plug energization time Tset1 to set the remaining energization time Tn.
  • step 107 the engine ECU 31 continues to energize the glow plug 32 in the remaining energization time Tn by closing the relay contact 33b by energizing the relay coil 33a.
  • the engine ECU 31 basically repeats steps 100 ⁇ 101 ⁇ 102 ⁇ 106 ⁇ 107 ⁇ 105 ⁇ 100... (Period t1 to t2 in FIG. 3). In this period, the energized time Ts increases and the remaining energized time Tn decreases. It should be noted that energization is performed with the initial value not when the battery voltage by CAN communication is acquired but also when the in-vehicle network communication line 38 is disconnected. Further, when the energization is continued at the initial value and the remaining energization time Tn becomes 0 or less, such as when the voltage of the battery 34 is not acquired by CAN communication, the engine ECU 31 performs the process from step 106 ⁇ 110 ⁇ 111. Transition to end the energization.
  • step 100 when the engine ECU 31 acquires the voltage of the battery 34 by CAN communication (time t2 in FIG. 3), the process proceeds to step 108.
  • step 108 the engine ECU 31 calculates a glow plug energization time Tset2 according to the voltage of the battery 34 acquired by CAN communication. At this time, the glow plug energization time Tset2 is set longer as the voltage of the battery 34 is lower. Data for calculating the glow plug energization time corresponding to the battery voltage is prepared in advance by a map, for example.
  • the glow plug energization time Tset2 may be calculated in consideration of the engine water temperature in addition to the voltage of the battery 34 at that time. In the present embodiment, the voltage of the battery 34 is lower than the standard battery voltage 24V.
  • step 106 the engine ECU 31 proceeds from step 102 to step 106 and subtracts the energized time Ts from the newly calculated glow plug energization time Tset2 to obtain the remaining energization time Tn. Then, the relay contact 33b is closed and the energization to the glow plug 32 is continued for the remaining energization time Tn. That is, Tset in step 106 in FIG. 2 can take both the glow plug energization time Tset1 and the glow plug energization time Tset2. At this time, if the energized time Ts is equal to or longer than the calculated glow plug energization time Tset2, the engine ECU 31 shifts the process from step 106 ⁇ 110 ⁇ 111 and ends the energization.
  • step 109 determines the glow energization time Tg. Thereafter, the remaining time of the glow energization time Tg decreases (period t2 to t3 in FIG. 3).
  • the engine ECU 31 deenergizes the relay coil 33a to open the relay contact 33b and terminate energization to the glow plug 32. .
  • the key switch 36 is operated to the starter on position at time t4 in FIG. 3 thereafter, the starter motor is driven.
  • the glow plug 32 is energized using the initial value before the battery voltage by CAN communication is acquired or when the in-vehicle network communication line 38 is disconnected.
  • the energization time of the glow plug 32 is controlled using the initial value in this way, the startability of the glow plug 32 can be ensured, and after acquisition, the energization time is calculated by switching to the energization time calculated with the actual battery voltage. By continuing, the reliability of the glow plug 32 can be ensured.
  • energization control of the glow plug 32 by the actual voltage value is enabled. Further, the glow plug 32 heating performance and reliability equivalent to the control shown in FIG. 4 are controlled by controlling the energization time of the glow plug according to the battery voltage acquired by the CAN communication while taking measures against the transmission delay of the CAN communication. Sex can be secured.
  • the glow plug 32 and the power supply voltage of the engine ECU 31 are different from each other and the glow plug is energized and controlled with only a fixed value as an initial value, if the initial value is set to a small value, the energization takes a long time and reliability is improved. It cannot be ensured, and if the initial value is set to a large value, the heatability is inferior.
  • the heating performance of the glow plug 32 and the application of excessive voltage can be avoided to ensure the reliability of the glow plug 32.
  • the second ECU 37 measures the battery voltage value.
  • the engine ECU 31 acquires the battery voltage value (glow plug power supply voltage value) through CAN communication. That is, the engine ECU 31 controls the energization time of the glow plug according to the battery voltage sent from the second ECU 37 through the in-vehicle network communication line 38. Therefore, even if the battery voltage acquired from CAN communication is used, the startability and reliability of the glow plug 32 equivalent to the control shown in FIG. 4 can be ensured.
  • the glow plug control device 30 includes a battery 34, a glow plug 32 that can be energized by the battery 34, a DC / DC converter 35 as a converter that steps down the voltage of the battery 34, and a DC / DC converter 35. And an engine ECU 31 that is supplied with the voltage stepped down by the power supply and controls the energization of the glow plug 32.
  • the voltage of the battery 34 is sent through the in-vehicle network communication line 38 connected to the second ECU 37 configured to be driven by the battery 34.
  • the engine ECU 31 controls the energization time of the glow plug 32 according to the voltage of the battery 34 sent from the second ECU 37 through the in-vehicle network communication line 38. Therefore, when the power supply voltage of the glow plug 32 and the power supply voltage of the engine ECU 31 are different, the energization control of the glow plug can be appropriately performed.
  • the engine ECU 31 uses a predetermined initial value as the voltage of the battery 34 to use the glow plug 32. To control the energization time. Therefore, even when the voltage of the battery 34 cannot be acquired after the key switch 36 is turned on, the energization time of the glow plug 32 can be controlled using a predetermined initial value as the voltage of the battery 34.
  • the embodiment is not limited to the above, and may be embodied as follows, for example.
  • the battery 34 is a 24V battery, but may be another battery such as a 48V battery.
  • the DC / DC converter 35 outputs 24 V down to 12 V, but the high voltage input voltage value and output voltage value may be other values. Although the DC / DC converter 35 is output by stepping down, it may be output by boosting the voltage of the battery 34, and the boosted voltage is supplied to the engine electronic control unit (engine ECU). It may be configured.
  • -A vehicle is not specifically limited, For example, arbitrary vehicles, such as a passenger car, a truck, an industrial vehicle, and a construction machine, may be sufficient.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

This glow plug control device is provided with: a battery; a glow plug capable of being energized by the battery; a converter; and an engine electronic control unit configured to control the energizing of the glow plug. The battery voltage is fed to the engine electronic control unit by way of an in-vehicle network communication line connected to a second electronic control unit configured to be driven by the battery. The engine electronic control unit controls the energization time of the glow plug in accordance with the battery voltage fed from the second electronic control unit by way of the in-vehicle network communication line.

Description

グロープラグ制御装置Glow plug control device
　本発明は、グロープラグ制御装置に関するものである。 The present invention relates to a glow plug control device.
　ディーゼルエンジンの始動性向上のためにグロープラグ制御装置が用いられている。例えば、特許文献１参照。具体的には例えば、図４に示すように、グロープラグ２０２は、通電のオン・オフをするためのリレー２０１を介して、バッテリ２００と接続されている。通電をオン・オフするリレー２０１は、エンジンＥＣＵ（エンジン電子制御ユニット）２０３より駆動されている。エンジンＥＣＵ２０３は、バッテリ２００からの入力電圧を用いて、グロープラグ２０２への通電時間を算出し、リレー２０１のオン・オフ制御を実行している。エンジンＥＣＵ２０３は、車両のキースイッチがイグニッションオン位置に操作された後にバッテリ電圧を用いて通電時間を算出し、グロープラグ２０２への通電を開始する。グロープラグ２０２の通電により燃焼室を加熱することによって、ディーゼルエンジンの着火性が良くなる。 A glow plug control device is used to improve the startability of diesel engines. For example, see Patent Document 1. Specifically, for example, as shown in FIG. 4, the glow plug 202 is connected to the battery 200 via a relay 201 for turning on / off the current. A relay 201 for turning on / off the energization is driven by an engine ECU (engine electronic control unit) 203. The engine ECU 203 calculates the energization time to the glow plug 202 using the input voltage from the battery 200 and executes on / off control of the relay 201. The engine ECU 203 calculates the energization time using the battery voltage after the key switch of the vehicle is operated to the ignition on position, and starts energizing the glow plug 202. By heating the combustion chamber by energizing the glow plug 202, the ignitability of the diesel engine is improved.
特開昭５９－１０８８７８号公報JP 59-108878 A
　ところで、グロープラグの電源電圧とエンジンＥＣＵの電源電圧が異なる場合には上述したような制御を行うことができない。具体的には例えば、図５に示すように、グロープラグ２１２は、リレー２１１を介して１２Ｖ以外のバッテリ（例えば２４Ｖバッテリ）２１０に接続されており、エンジンＥＣＵ２１４への電源は、ＤＣ／ＤＣコンバータ２１３にて１２Ｖへ降圧して供給されている。このとき、ＤＣ／ＤＣコンバータ２１３の出力電圧は一定値の１２Ｖに設定されるので、グロープラグ２１２へ供給される電源電圧とエンジンＥＣＵ２１４へ供給される電源電圧が異なる。そのため、エンジンＥＣＵ２１４ではバッテリ電圧が分らないのでバッテリ電圧値に適したグロープラグの通電制御を行うことができない。 By the way, when the glow plug power supply voltage and the engine ECU power supply voltage are different, the above-described control cannot be performed. Specifically, for example, as shown in FIG. 5, the glow plug 212 is connected to a battery (for example, 24V battery) 210 other than 12V via a relay 211, and the power source to the engine ECU 214 is a DC / DC converter. 213 is stepped down to 12V and supplied. At this time, since the output voltage of the DC / DC converter 213 is set to a constant value of 12 V, the power supply voltage supplied to the glow plug 212 and the power supply voltage supplied to the engine ECU 214 are different. For this reason, the engine ECU 214 does not know the battery voltage, so that it is impossible to perform energization control of the glow plug suitable for the battery voltage value.
　本発明の目的は、グロープラグの電源電圧とエンジン電子制御ユニットの電源電圧が異なる場合において適切にグロープラグの通電制御を行うことができるグロープラグ制御装置を提供することにある。 An object of the present invention is to provide a glow plug control device that can appropriately control energization of a glow plug when the glow plug power supply voltage and the engine electronic control unit power supply voltage are different.
　一態様に係るグロープラグ制御装置は、バッテリと、前記バッテリで通電可能なグロープラグと、前記バッテリの電圧を降圧または昇圧して出力するように構成されたコンバータと、前記コンバータにより降圧または昇圧された電圧が供給され、前記グロープラグへの通電制御を行うように構成されたエンジン電子制御ユニットと、を備える。前記バッテリの電圧は、前記バッテリで駆動するように構成された第２の電子制御ユニットに接続された車両内ネットワーク通信ラインを通して前記エンジン電子制御ユニットに送られる。前記エンジン電子制御ユニットは、前記車両内ネットワーク通信ラインを通して前記第２の電子制御ユニットから送られてくる前記バッテリの電圧に応じて前記グロープラグの通電時間を制御する。 A glow plug control device according to an aspect includes a battery, a glow plug that can be energized by the battery, a converter configured to step down or step up and output the voltage of the battery, and step down or step up by the converter. And an engine electronic control unit configured to perform energization control to the glow plug. The voltage of the battery is sent to the engine electronic control unit through an in-vehicle network communication line connected to a second electronic control unit configured to be driven by the battery. The engine electronic control unit controls energization time of the glow plug according to the voltage of the battery sent from the second electronic control unit through the in-vehicle network communication line.
一実施形態におけるグロープラグ制御装置のブロック図。The block diagram of the glow plug control apparatus in one Embodiment. グロープラグ制御装置の作用を説明するためのフローチャート。The flowchart for demonstrating the effect | action of a glow plug control apparatus. グロープラグ制御装置の作用を説明するためのタイムチャート。The time chart for demonstrating the effect | action of a glow plug control apparatus. 背景技術を説明するためのグロープラグ制御装置のブロック図。The block diagram of the glow plug control apparatus for demonstrating background art. 課題を説明するためのグロープラグ制御装置のブロック図。The block diagram of the glow plug control apparatus for demonstrating a subject.
　以下、一実施形態を図面に従って説明する。
　図１に示すように、グロープラグ制御装置３０は、エンジン電子制御ユニット（以下、エンジンＥＣＵという）３１と、グロープラグ３２と、リレー３３と、バッテリ３４と、ＤＣ／ＤＣコンバータ３５を備えている。 Hereinafter, an embodiment will be described with reference to the drawings.
As shown in FIG. 1, the glow plug control device 30 includes an engine electronic control unit (hereinafter referred to as an engine ECU) 31, a glow plug 32, a relay 33, a battery 34, and a DC / DC converter 35. .
　バッテリ３４の出力電圧（標準出力電圧）は２４Ｖである。リレー３３は、リレーコイル３３ａと、リレー接点３３ｂとを有する。グロープラグ３２はリレー接点３３ｂを介してバッテリ３４と接続されている。そして、リレーコイル３３ａの励磁によりリレー接点３３ｂが閉じられる。リレー接点３３ｂが閉じるとグロープラグ３２はバッテリ３４で通電される。このようにグロープラグ３２は、バッテリ３４で通電可能である。バッテリ３４の出力電圧と同じ電圧がグロープラグ３２に供給される。 The output voltage (standard output voltage) of the battery 34 is 24V. The relay 33 has a relay coil 33a and a relay contact 33b. The glow plug 32 is connected to the battery 34 via a relay contact 33b. And relay contact 33b is closed by excitation of relay coil 33a. When the relay contact 33 b is closed, the glow plug 32 is energized by the battery 34. Thus, the glow plug 32 can be energized by the battery 34. The same voltage as the output voltage of the battery 34 is supplied to the glow plug 32.
　ＤＣ／ＤＣコンバータ３５は、バッテリ３４の電圧である２４Ｖを１２Ｖに降圧して出力する。エンジンＥＣＵ３１には、ＤＣ／ＤＣコンバータ３５により降圧された電圧である１２Ｖが供給される。即ち、バッテリ３４の出力電圧よりも低い電圧がエンジンＥＣＵ３１に供給される。 The DC / DC converter 35 steps down the voltage of 24V of the battery 34 to 12V and outputs it. The engine ECU 31 is supplied with 12V, which is a voltage stepped down by the DC / DC converter 35. That is, a voltage lower than the output voltage of the battery 34 is supplied to the engine ECU 31.
　エンジンＥＣＵ３１には、車両のキースイッチ３６が接続され、エンジンＥＣＵ３１は、キースイッチ３６の操作位置（例えば、オフ位置、イグニッションオン位置）を検知する。 The engine ECU 31 is connected to a key switch 36 of the vehicle, and the engine ECU 31 detects an operation position (for example, an off position or an ignition on position) of the key switch 36.
　バッテリ３４には別の電子制御ユニット（以下、第２のＥＣＵという）３７が接続されている。第２のＥＣＵ３７はバッテリ３４で駆動するように構成されている。第２のＥＣＵ３７はバッテリ３４の電圧を検出するように構成されている。第２の電子制御ユニットは、ＤＣ／ＤＣコンバータ３５を介すことなくバッテリ２４に接続されている。第２のＥＣＵ３７には車両内ネットワーク通信ライン３８が接続されている。この車両内ネットワーク通信ライン３８を用いてＣＡＮ（Ｃｏｎｔｒｏｌｌｅｒ　Ａｒｅａ　Ｎｅｔｗｏｒｋ）通信が行われる。第２のＥＣＵ３７は、検出したバッテリ３４の電圧を車両内ネットワーク通信ライン３８に送信するように構成されている。 The battery 34 is connected to another electronic control unit (hereinafter referred to as second ECU) 37. The second ECU 37 is configured to be driven by the battery 34. The second ECU 37 is configured to detect the voltage of the battery 34. The second electronic control unit is connected to the battery 24 without passing through the DC / DC converter 35. An in-vehicle network communication line 38 is connected to the second ECU 37. CAN (Controller Area Network) communication is performed using the in-vehicle network communication line 38. The second ECU 37 is configured to transmit the detected voltage of the battery 34 to the in-vehicle network communication line 38.
　車両内ネットワーク通信ライン３８はエンジンＥＣＵ３１に接続されている。そして、エンジンＥＣＵ３１には、第２のＥＣＵ３７に接続された車両内ネットワーク通信ライン３８を通してバッテリ３４の電圧が第２のＥＣＵ３７から送られる。エンジンＥＣＵ３１は、ＤＣ／ＤＣコンバータ３５を介すことなく車両内ネットワーク通信ライン３８を通して第２のＥＣＵ３７に接続されている。即ち、エンジンＥＣＵ３１は、ＤＣ／ＤＣコンバータを迂回する経路で第２のＥＣＵ３７からバッテリ２４の電圧を受け取るように構成されている。 The in-vehicle network communication line 38 is connected to the engine ECU 31. Then, the voltage of the battery 34 is sent from the second ECU 37 to the engine ECU 31 through the in-vehicle network communication line 38 connected to the second ECU 37. The engine ECU 31 is connected to the second ECU 37 through the in-vehicle network communication line 38 without passing through the DC / DC converter 35. That is, the engine ECU 31 is configured to receive the voltage of the battery 24 from the second ECU 37 through a path that bypasses the DC / DC converter.
　エンジンＥＣＵ３１は、リレー３３に対しグロープラグ通電信号を出力してグロープラグ３２への通電制御を行う。具体的には、リレーコイル３３ａを励磁または消磁してリレー接点３３ｂを閉じるまたは開くことにより通電を制御する。このとき、エンジンＥＣＵ３１は、バッテリ３４の電圧に応じてリレー３３をオンオフ制御することによりグロープラグ３２の通電時間を制御する。 The engine ECU 31 outputs a glow plug energization signal to the relay 33 to control energization to the glow plug 32. Specifically, energization is controlled by energizing or demagnetizing the relay coil 33a and closing or opening the relay contact 33b. At this time, the engine ECU 31 controls the energization time of the glow plug 32 by performing on / off control of the relay 33 according to the voltage of the battery 34.
　次に、グロープラグ制御装置３０の作用について図２のフローチャートおよび図３のタイムチャートを用いて説明する。図３においては、キースイッチ３６の操作位置、リレー３３の状態、通電カウンタの状況を示す。 Next, the operation of the glow plug control device 30 will be described using the flowchart of FIG. 2 and the time chart of FIG. FIG. 3 shows the operation position of the key switch 36, the state of the relay 33, and the state of the energization counter.
　ＣＡＮ通信では、キースイッチ３６のイグニッションオン位置への操作直後よりバッテリ電圧を取得できない。そのため、図３の期間ｔ１～ｔ２におけるバッテリ電圧の取得前、エンジンＥＣＵ３１は、図２のステップ１０１において初期値を設定しグロープラグ３２の通電時間Ｔｓｅｔ１を算出し、図２のステップ１０４においてグロープラグ３２への通電を開始する。よって、図４で示した制御と同様なタイミングでグロープラグ３２へ通電が開始できる。ＣＡＮ通信でバッテリ電圧を取得後、エンジンＥＣＵ３１は、図２のステップ１０８においてバッテリ電圧値を用いて通電時間Ｔｓｅｔ２を算出し、図３の時点ｔ２で示すごとく既に通電済の時間との差分より通電時間を変更して通電を継続する。 In CAN communication, the battery voltage cannot be acquired immediately after the key switch 36 is operated to the ignition-on position. Therefore, before obtaining the battery voltage in the period t1 to t2 in FIG. 3, the engine ECU 31 sets an initial value in step 101 in FIG. 2 to calculate the energization time Tset1 of the glow plug 32, and in step 104 in FIG. The energization to 32 is started. Therefore, energization to the glow plug 32 can be started at the same timing as the control shown in FIG. After acquiring the battery voltage by CAN communication, the engine ECU 31 calculates the energization time Tset2 using the battery voltage value at step 108 in FIG. 2, and energizes from the difference from the already energized time as shown at time t2 in FIG. Change the time and continue energization.
　以下、詳しく説明する。
　エンジンＥＣＵ３１は、キースイッチ３６がイグニッションオン位置に操作されると（図３の時点ｔ１）、図２の処理を開始し、ステップ１００でＣＡＮ通信によりバッテリ３４の電圧を取得した後か否か判定する。即ち、エンジンＥＣＵ３１は、ステップ１００でＣＡＮ通信を通じてバッテリ３４の電圧を第２のＥＣＵ３７から取得済みであるか否か判定する。エンジンＥＣＵ３１は、ＣＡＮ通信によりバッテリ３４の電圧を取得する前であり、バッテリ３４の電圧が取得できない時である場合、ステップ１０１に移行する。 This will be described in detail below.
When the key switch 36 is operated to the ignition-on position (time t1 in FIG. 3), the engine ECU 31 starts the processing in FIG. 2 and determines whether or not it is after acquiring the voltage of the battery 34 by CAN communication in step 100. To do. That is, the engine ECU 31 determines in step 100 whether or not the voltage of the battery 34 has been acquired from the second ECU 37 through CAN communication. If the engine ECU 31 has not acquired the voltage of the battery 34 by CAN communication and is not able to acquire the voltage of the battery 34, the process proceeds to step 101.
　エンジンＥＣＵ３１はステップ１０１において、バッテリ３４の電圧として予め定めた初期値（デフォルト値）を用いてグロープラグ３２の通電時間Ｔｓｅｔ１を算出する。バッテリ３４の電圧の初期値は、バッテリ電圧を検出する前の暫定的な固定値であり、本実施形態では、標準バッテリ電圧の２４Ｖである。バッテリ３４の電圧の初期値を標準バッテリ電圧の２４Ｖとしたのは、次の理由による。初期値を小さな値にするとグロープラグ通電時間が長くなりグロープラグの信頼性が損なわれるおそれがあり、初期値を大きな値にするとグロープラグ通電時間が短くなり加熱性が損なわれるおそれがあるためである。 In step 101, the engine ECU 31 calculates the energization time Tset1 of the glow plug 32 using a predetermined initial value (default value) as the voltage of the battery 34. The initial value of the voltage of the battery 34 is a provisional fixed value before the battery voltage is detected, and in the present embodiment, is a standard battery voltage of 24V. The reason why the initial value of the voltage of the battery 34 is set to the standard battery voltage 24V is as follows. If the initial value is set to a small value, the glow plug energization time may be lengthened, and the reliability of the glow plug may be impaired. is there.
　そして、エンジンＥＣＵ３１はステップ１０２に移行してグロープラグ３２への通電前か否か判定する。エンジンＥＣＵ３１は、グロープラグ３２の通電前であると、ステップ１０３でグロープラグ通電時間Ｔｓｅｔ１を残り通電時間Ｔｎとして設定するとともに、ステップ１０４でリレーコイル３３ａを励磁してリレー接点３３ｂを閉じてグロープラグ３２への通電を開始させる。 Then, the engine ECU 31 proceeds to step 102 and determines whether or not the glow plug 32 is not energized. If the glow plug 32 is not energized, the engine ECU 31 sets the glow plug energization time Tset1 as the remaining energization time Tn in step 103, and energizes the relay coil 33a in step 104 to close the relay contact 33b and The energization to 32 is started.
　その後、エンジンＥＣＵ３１はステップ１０５でＣＡＮ通信からバッテリ３４の電圧を取得した後か否か判定する。即ち、エンジンＥＣＵ３１は、ステップ１０５でＣＡＮ通信を通じてバッテリ３４の電圧を第２のＥＣＵ３７から取得済みであるか否か判定する。エンジンＥＣＵ３１は、ＣＡＮ通信によりバッテリ３４の電圧を取得した後でないと判断した場合、ステップ１００に戻る。そして、エンジンＥＣＵ３１は、ステップ１００でＣＡＮ通信によりバッテリ３４の電圧を取得する前であると判断した場合、ステップ１０１を経てステップ１０２においてグロープラグ３２の通電後であるので、ステップ１０６に移行する。 Thereafter, the engine ECU 31 determines in step 105 whether or not it is after acquiring the voltage of the battery 34 from the CAN communication. That is, the engine ECU 31 determines in step 105 whether or not the voltage of the battery 34 has been acquired from the second ECU 37 through CAN communication. If the engine ECU 31 determines that the voltage of the battery 34 has not been acquired by CAN communication, the process returns to step 100. If the engine ECU 31 determines in step 100 that the voltage of the battery 34 has not yet been acquired by CAN communication, the engine ECU 31 proceeds to step 106 after step 101 and after the glow plug 32 is energized in step 102.
　エンジンＥＣＵ３１は、ステップ１０６においてグロープラグ通電時間Ｔｓｅｔ１から通電済み時間Ｔｓを減算して残り通電時間Ｔｎを設定する。エンジンＥＣＵ３１は、ステップ１０７で引き続きリレーコイル３３ａを励磁状態にしてリレー接点３３ｂを閉じて残り通電時間Ｔｎでのグロープラグ３２への通電を継続させる。 In step 106, the engine ECU 31 subtracts the energized time Ts from the glow plug energization time Tset1 to set the remaining energization time Tn. In step 107, the engine ECU 31 continues to energize the glow plug 32 in the remaining energization time Tn by closing the relay contact 33b by energizing the relay coil 33a.
　以後、エンジンＥＣＵ３１は、基本的にはステップ１００→１０１→１０２→１０６→１０７→１０５→１００・・・を繰り返す（図３の期間ｔ１～ｔ２）。この期間においては、通電済み時間Ｔｓが増大していくとともに残り通電時間Ｔｎが減少していく。なお、ＣＡＮ通信によるバッテリ電圧が取得される前ではなく、車両内ネットワーク通信ライン３８が断線した時にも初期値で通電が行われる。また、ＣＡＮ通信によるバッテリ３４の電圧が取得されないなど、初期値で通電が行われ続け、残り通電時間Ｔｎが０以下となった場合には、エンジンＥＣＵ３１は、ステップ１０６→１１０→１１１に処理を移行し、通電を終了させる。 Thereafter, the engine ECU 31 basically repeats steps 100 → 101 → 102 → 106 → 107 → 105 → 100... (Period t1 to t2 in FIG. 3). In this period, the energized time Ts increases and the remaining energized time Tn decreases. It should be noted that energization is performed with the initial value not when the battery voltage by CAN communication is acquired but also when the in-vehicle network communication line 38 is disconnected. Further, when the energization is continued at the initial value and the remaining energization time Tn becomes 0 or less, such as when the voltage of the battery 34 is not acquired by CAN communication, the engine ECU 31 performs the process from step 106 → 110 → 111. Transition to end the energization.
　そして、ステップ１００でエンジンＥＣＵ３１はＣＡＮ通信によりバッテリ３４の電圧を取得すると（図３の時点ｔ２）、ステップ１０８に移行する。
　エンジンＥＣＵ３１はステップ１０８において、ＣＡＮ通信により取得したバッテリ３４の電圧に応じたグロープラグ通電時間Ｔｓｅｔ２を算出する。このとき、バッテリ３４の電圧が低いほどグロープラグ通電時間Ｔｓｅｔ２が長く設定される。このバッテリ電圧に応じたグロープラグ通電時間を算出するためのデータは予め例えばマップにより用意されている。なお、グロープラグ通電時間を算出する際に、その時のバッテリ３４の電圧に加えてエンジン水温をも考慮してグロープラグ通電時間Ｔｓｅｔ２を算出してもよい。なお本実施形態では、バッテリ３４の電圧が標準バッテリ電圧の２４Ｖより低い場合を表している。 In step 100, when the engine ECU 31 acquires the voltage of the battery 34 by CAN communication (time t2 in FIG. 3), the process proceeds to step 108.
In step 108, the engine ECU 31 calculates a glow plug energization time Tset2 according to the voltage of the battery 34 acquired by CAN communication. At this time, the glow plug energization time Tset2 is set longer as the voltage of the battery 34 is lower. Data for calculating the glow plug energization time corresponding to the battery voltage is prepared in advance by a map, for example. When calculating the glow plug energization time, the glow plug energization time Tset2 may be calculated in consideration of the engine water temperature in addition to the voltage of the battery 34 at that time. In the present embodiment, the voltage of the battery 34 is lower than the standard battery voltage 24V.
　そして、エンジンＥＣＵ３１は、ステップ１０２からステップ１０６に移行して新たに算出したグロープラグ通電時間Ｔｓｅｔ２から通電済み時間Ｔｓを減算して残り通電時間Ｔｎするとともにステップ１０７で引き続きリレーコイル３３ａを励磁状態にしてリレー接点３３ｂを閉じて残り通電時間Ｔｎでのグロープラグ３２への通電を継続させる。すなわち、図２におけるステップ１０６のＴｓｅｔは、グロープラグ通電時間Ｔｓｅｔ１とグロープラグ通電時間Ｔｓｅｔ２との両方をとりうる。また、このときに、通電済み時間Ｔｓが算出されたグロープラグ通電時間Ｔｓｅｔ２以上であった場合には、エンジンＥＣＵ３１は、ステップ１０６→１１０→１１１に処理を移行し、通電を終了させる。 Then, the engine ECU 31 proceeds from step 102 to step 106 and subtracts the energized time Ts from the newly calculated glow plug energization time Tset2 to obtain the remaining energization time Tn. Then, the relay contact 33b is closed and the energization to the glow plug 32 is continued for the remaining energization time Tn. That is, Tset in step 106 in FIG. 2 can take both the glow plug energization time Tset1 and the glow plug energization time Tset2. At this time, if the energized time Ts is equal to or longer than the calculated glow plug energization time Tset2, the engine ECU 31 shifts the process from step 106 → 110 → 111 and ends the energization.
　その後、エンジンＥＣＵ３１は、ステップ１０５でＣＡＮ通信によりバッテリ３４の電圧を取得した後なので、ステップ１０９に移行してグロー通電時間Ｔｇを確定させる。以後、グロー通電時間Ｔｇの残り時間が減少していく（図３のｔ２～ｔ３の期間）。 After that, since the engine ECU 31 has acquired the voltage of the battery 34 by CAN communication in step 105, the process proceeds to step 109 to determine the glow energization time Tg. Thereafter, the remaining time of the glow energization time Tg decreases (period t2 to t3 in FIG. 3).
　そして、図３において時点ｔ３でグロープラグ３２への通電のための残り時間がゼロとなると、エンジンＥＣＵ３１はリレーコイル３３ａを消磁状態にしてリレー接点３３ｂを開いてグロープラグ３２への通電を終了させる。その後の図３の時点ｔ４でキースイッチ３６がスタータオン位置に操作されるとスタータモータが駆動される。 When the remaining time for energizing the glow plug 32 becomes zero at time t3 in FIG. 3, the engine ECU 31 deenergizes the relay coil 33a to open the relay contact 33b and terminate energization to the glow plug 32. . When the key switch 36 is operated to the starter on position at time t4 in FIG. 3 thereafter, the starter motor is driven.
　図２の処理において、ＣＡＮ通信によるバッテリ電圧が取得される前や車両内ネットワーク通信ライン３８が断線した時に、初期値を用いてグロープラグ３２への通電を実施する。このように初期値を用いてグロープラグ３２の通電時間を制御することで、グロープラグ３２の始動性を確保することができ、取得後に実際のバッテリ電圧で算出した通電時間へ切替えて、通電を継続することで、グロープラグ３２の信頼性も確保することができる。 In the process of FIG. 2, the glow plug 32 is energized using the initial value before the battery voltage by CAN communication is acquired or when the in-vehicle network communication line 38 is disconnected. By controlling the energization time of the glow plug 32 using the initial value in this way, the startability of the glow plug 32 can be ensured, and after acquisition, the energization time is calculated by switching to the energization time calculated with the actual battery voltage. By continuing, the reliability of the glow plug 32 can be ensured.
　以下、より詳しく説明する。
　ＣＡＮ通信にて取得したバッテリ電圧値を用いることで実際の電圧値によるグロープラグ３２の通電制御を可能にする。また、ＣＡＮ通信の送信遅延への対策を講じつつＣＡＮ通信で取得したバッテリ電圧に応じてグロープラグの通電時間を制御することで図４で示した制御と同等のグロープラグ３２の加熱性能と信頼性を確保することができる。 This will be described in more detail below.
By using the battery voltage value acquired by CAN communication, energization control of the glow plug 32 by the actual voltage value is enabled. Further, the glow plug 32 heating performance and reliability equivalent to the control shown in FIG. 4 are controlled by controlling the energization time of the glow plug according to the battery voltage acquired by the CAN communication while taking measures against the transmission delay of the CAN communication. Sex can be secured.
　つまり、グロープラグ３２の電源電圧とエンジンＥＣＵ３１の電源電圧が異なる場合において、固定値のみを初期値としてグロープラグを通電制御する場合に、初期値を小さな値にすると長時間の通電となり信頼性が確保できず、また、初期値を大きな値にすると加熱性が劣ることになる。本実施形態ではＣＡＮ通信を用いることによりグロープラグ３２の加熱性能と、過剰電圧の印加を回避してグロープラグ３２の信頼性を確保できる。 That is, when the power supply voltage of the glow plug 32 and the power supply voltage of the engine ECU 31 are different from each other and the glow plug is energized and controlled with only a fixed value as an initial value, if the initial value is set to a small value, the energization takes a long time and reliability is improved. It cannot be ensured, and if the initial value is set to a large value, the heatability is inferior. In the present embodiment, by using CAN communication, the heating performance of the glow plug 32 and the application of excessive voltage can be avoided to ensure the reliability of the glow plug 32.
　また、バッテリ電圧値を第２のＥＣＵ３７が測定する。エンジンＥＣＵ３１はＣＡＮ通信によりバッテリ電圧値（グロープラグの電源電圧値）を取得する。即ち、エンジンＥＣＵ３１は、車両内ネットワーク通信ライン３８を通して第２のＥＣＵ３７から送られてくるバッテリの電圧に応じてグロープラグの通電時間を制御する。よって、ＣＡＮ通信より取得したバッテリ電圧を用いても、図４で示した制御と同等のグロープラグ３２の始動性と信頼性を確保することができる。 Also, the second ECU 37 measures the battery voltage value. The engine ECU 31 acquires the battery voltage value (glow plug power supply voltage value) through CAN communication. That is, the engine ECU 31 controls the energization time of the glow plug according to the battery voltage sent from the second ECU 37 through the in-vehicle network communication line 38. Therefore, even if the battery voltage acquired from CAN communication is used, the startability and reliability of the glow plug 32 equivalent to the control shown in FIG. 4 can be ensured.
　このように、図４で示した制御と同様に、バッテリ電圧が高い場合、通電時間が短く、バッテリ電圧が低い場合、通電時間が長くなるようにグロープラグ３２へ通電することで、グロープラグ３２の信頼性と始動性を確保することができる。 As described above, similarly to the control shown in FIG. 4, when the battery voltage is high, the energization time is short, and when the battery voltage is low, the glow plug 32 is energized so that the energization time is long. Reliability and startability can be ensured.
　上記実施形態によれば、以下のような効果を得ることができる。
　（１）グロープラグ制御装置３０は、バッテリ３４と、バッテリ３４で通電可能なグロープラグ３２と、バッテリ３４の電圧を降圧して出力するコンバータとしてのＤＣ／ＤＣコンバータ３５と、ＤＣ／ＤＣコンバータ３５により降圧された電圧が供給され、グロープラグ３２への通電制御を行うエンジンＥＣＵ３１と、を備える。バッテリ３４の電圧は、バッテリ３４で駆動するように構成された第２のＥＣＵ３７に接続された車両内ネットワーク通信ライン３８を通して送られてくる。エンジンＥＣＵ３１は、車両内ネットワーク通信ライン３８を通して第２のＥＣＵ３７から送られてくるバッテリ３４の電圧に応じてグロープラグ３２の通電時間を制御する。よって、グロープラグ３２の電源電圧とエンジンＥＣＵ３１の電源電圧が異なる場合において適切にグロープラグの通電制御を行うことができる。 According to the above embodiment, the following effects can be obtained.
(1) The glow plug control device 30 includes a battery 34, a glow plug 32 that can be energized by the battery 34, a DC / DC converter 35 as a converter that steps down the voltage of the battery 34, and a DC / DC converter 35. And an engine ECU 31 that is supplied with the voltage stepped down by the power supply and controls the energization of the glow plug 32. The voltage of the battery 34 is sent through the in-vehicle network communication line 38 connected to the second ECU 37 configured to be driven by the battery 34. The engine ECU 31 controls the energization time of the glow plug 32 according to the voltage of the battery 34 sent from the second ECU 37 through the in-vehicle network communication line 38. Therefore, when the power supply voltage of the glow plug 32 and the power supply voltage of the engine ECU 31 are different, the energization control of the glow plug can be appropriately performed.
　（２）エンジンＥＣＵ３１は、キースイッチ３６がオン操作された後、即ちイグニッションオン操作された後においてバッテリ３４の電圧が取得できない時には、バッテリ３４の電圧として予め定めた初期値を用いてグロープラグ３２の通電時間を制御する。よって、キースイッチ３６がオン操作された後におけるバッテリ３４の電圧が取得できない時においても、バッテリ３４の電圧として予め定めた初期値を用いてグロープラグ３２の通電時間を制御することができる。 (2) When the voltage of the battery 34 cannot be acquired after the key switch 36 is turned on, that is, after the ignition is turned on, the engine ECU 31 uses a predetermined initial value as the voltage of the battery 34 to use the glow plug 32. To control the energization time. Therefore, even when the voltage of the battery 34 cannot be acquired after the key switch 36 is turned on, the energization time of the glow plug 32 can be controlled using a predetermined initial value as the voltage of the battery 34.
　実施形態は前記に限定されるものではなく、例えば、次のように具体化してもよい。
　・バッテリ３４は２４Ｖバッテリであったが、４８Ｖバッテリ等の他のバッテリでもよい。 The embodiment is not limited to the above, and may be embodied as follows, for example.
The battery 34 is a 24V battery, but may be another battery such as a 48V battery.
　・ＤＣ／ＤＣコンバータ３５は、２４Ｖを１２Ｖに降圧して出力するものであったが、高圧の入力電圧値および出力電圧値は他の値であってもよい。
　・ＤＣ／ＤＣコンバータ３５は降圧して出力するものであったが、バッテリ３４の電圧を昇圧して出力するものであってもよく、昇圧された電圧がエンジン電子制御ユニット（エンジンＥＣＵ）に供給される構成であってもよい。 The DC / DC converter 35 outputs 24 V down to 12 V, but the high voltage input voltage value and output voltage value may be other values.
Although the DC / DC converter 35 is output by stepping down, it may be output by boosting the voltage of the battery 34, and the boosted voltage is supplied to the engine electronic control unit (engine ECU). It may be configured.
　・車両内ネットワーク通信ライン３８としてＣＡＮ通信を行うラインを用いたが、他の車両内ネットワーク通信ラインを用いてもよい。
　・車両は特に限定されず、例えば、乗用車、トラック、産業車両、建機等任意の車両であってもよい。 -Although the line which performs CAN communication was used as the in-vehicle network communication line 38, you may use another in-vehicle network communication line.
-A vehicle is not specifically limited, For example, arbitrary vehicles, such as a passenger car, a truck, an industrial vehicle, and a construction machine, may be sufficient.

Claims (5)

  1. 　バッテリと、
    　前記バッテリで通電可能なグロープラグと、
    　前記バッテリの電圧を降圧または昇圧して出力するように構成されたコンバータと、
    　前記コンバータにより降圧または昇圧された電圧が供給され、前記グロープラグへの通電制御を行うように構成されたエンジン電子制御ユニットと、
    を備えたグロープラグ制御装置であって、
    　前記バッテリの電圧は、前記バッテリで駆動するように構成された第２の電子制御ユニットに接続された車両内ネットワーク通信ラインを通して前記エンジン電子制御ユニットに送られ、
    　前記エンジン電子制御ユニットは、前記車両内ネットワーク通信ラインを通して前記第２の電子制御ユニットから送られてくる前記バッテリの電圧に応じて前記グロープラグの通電時間を制御するグロープラグ制御装置。     Battery,
    A glow plug that can be energized by the battery;
    A converter configured to step down or step up the voltage of the battery and output the voltage;
    An engine electronic control unit configured to be supplied with a voltage stepped down or boosted by the converter and to control energization to the glow plug;
    A glow plug control device comprising:
    The battery voltage is sent to the engine electronic control unit through an in-vehicle network communication line connected to a second electronic control unit configured to be driven by the battery,
    The glow plug control device, wherein the engine electronic control unit controls an energization time of the glow plug in accordance with a voltage of the battery sent from the second electronic control unit through the in-vehicle network communication line.
  2. 　前記エンジン電子制御ユニットは、車両のキースイッチがオン操作された後において前記バッテリの電圧を取得できない時、前記バッテリの電圧として予め定めた初期値を用いて前記グロープラグの通電時間を制御する請求項１に記載のグロープラグ制御装置。 The engine electronic control unit controls the energization time of the glow plug using a predetermined initial value as the battery voltage when the voltage of the battery cannot be acquired after the key switch of the vehicle is turned on. Item 2. The glow plug control device according to Item 1.
  3. 　前記エンジン電子制御ユニットは、前記コンバータを介すことなく前記車両内ネットワーク通信ラインを通して前記第２の電子制御ユニットに接続されており、
    　前記第２の電子制御ユニットは、前記コンバータを介すことなく前記バッテリに接続されている請求項１又は２に記載のグロープラグ制御装置。     The engine electronic control unit is connected to the second electronic control unit through the in-vehicle network communication line without going through the converter,
    The glow plug control device according to claim 1, wherein the second electronic control unit is connected to the battery without passing through the converter.
  4. 　前記エンジン電子制御ユニットは、前記コンバータを迂回する経路で前記第２の電子制御ユニットから前記バッテリの電圧を受け取るように構成されている請求項１～３の何れか一項に記載のグロープラグ制御装置。 The glow plug control according to any one of claims 1 to 3, wherein the engine electronic control unit is configured to receive the voltage of the battery from the second electronic control unit through a path that bypasses the converter. apparatus.
  5. 　前記第２の電子制御ユニットは、前記バッテリの電圧を検出して、検出した電圧を前記車両内ネットワーク通信ラインに送信するように構成されている請求項１～４の何れか一項に記載のグロープラグ制御装置。 5. The second electronic control unit according to claim 1, wherein the second electronic control unit is configured to detect a voltage of the battery and transmit the detected voltage to the in-vehicle network communication line. Glow plug control device.
PCT/JP2016/066910 2015-06-29 2016-06-07 Glow plug control device WO2017002552A1 (en)

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JPH04252873A (en) * 1991-01-28 1992-09-08 Jidosha Kiki Co Ltd Current-energizing controller of glow plug
JP2010090800A (en) * 2008-10-08 2010-04-22 Denso Corp Glow plug control device
JP2013123981A (en) * 2011-12-14 2013-06-24 Denso Corp Vehicle power supply system

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