JP2001295693A - Ic for driving fuel feeder and using method therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an IC for driving a fuel feeder, applicable to two types of system forms different in a current application means for applying an electric current to a motor-driven fuel feeder and capable of reducing the cost of the IC itself and an electronic control device carrying IC. SOLUTION: The IC 62, used in the electronic control device 60 capable of controlling a fuel pump motor 104 of the vehicle, is equipped independently with a drive circuit 10 capable of feeding electric current to a coil L1 of a relay 106 for applying electric current to the motor 104, a drive circuit 40 capable of feeding a communication signal to a controller (not shown) for applying electric current to the motor 104 according to a communication signal from the outside, and a circuit 64 for outputting a signal for fixing the level of the control signal to a logic level, corresponding to the operating condition indicated by a specifying signal from a terminal P3, when the specifying signal showing the operating condition of the motor 104 with priority to a control signal which corresponds to the operating condition of an engine is given from the outside.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an energizing means for operating an electric fuel supply device for supplying fuel to an engine of a vehicle in accordance with a driving signal from the outside by operating the fuel supply device. In particular, the present invention relates to a fuel supply device driving IC for supplying a driving signal, and more particularly to a fuel supply device driving IC capable of coping with two different types of energizing means.

[0002]

2. Description of the Related Art Conventionally, in a vehicular electronic control device, a drive circuit for driving an electric fuel supply device for supplying fuel to an engine usually includes a control circuit for controlling fuel supply. In accordance with a control signal output according to the operation state of the engine from the like, the power supply to the fuel supply device is performed, and in order to ensure safety, an abnormality occurs in the vehicle and the operation of the fuel supply device is performed. When a forced stop instruction signal indicating a forced stop is given, the power supply to the fuel supply device is not performed regardless of the control signal. Further, when a forced operation instruction signal indicating that the fuel supply device is forcibly operated is provided in order to confirm the operation of the fuel supply device at the time of manufacturing the vehicle or at a service factory, regardless of the control signal, In some cases, power is supplied to the fuel supply device.

[0003] As an electric fuel supply device in which forcible control such as the forcible stop or forcible operation is performed, for example, there is a fuel pump motor (hereinafter, referred to as a fuel pump motor) for pumping fuel from a fuel tank. Also,
As a system configuration for controlling such a fuel pump motor, the following configuration (1) or (2) is adopted.

(1): In a low-grade vehicle that emphasizes cost, a configuration is adopted in which energization of a fuel pump motor is turned on / off by a relay. That is, a relay is provided between the electronic control unit and the fuel pump motor as an energizing means for energizing the fuel pump motor. Then, when an energizing current as a driving signal is output from the drive circuit of the electronic control device to the coil of the relay, the contact of the relay is short-circuited (turned on), and the fuel pump motor is energized.

[0005] (2) In a high-grade vehicle emphasizing fine control or a vehicle compatible with environmental measures, a dedicated fuel pump control unit (hereinafter, referred to as a pump controller) is used as an energizing means instead of the relay. Is provided,
The pump controller energizes the fuel pump motor in accordance with a communication signal as a drive signal output from a drive circuit of the electronic control unit. For example, a communication signal (PWM signal) of a minimum power whose duty ratio is controlled is output as a driving signal from the drive circuit of the electronic control device to the pump controller, and the pump controller outputs a current corresponding to the duty ratio of the communication signal. To the fuel pump motor.

By the way, in a vehicle electronic control device,
The fuel supply device such as the fuel pump motor is controlled by a control signal according to the operation state of the engine, and an instruction signal for forced control such as the forced stop instruction signal or the forced operation instruction signal (an instruction signal irrelevant to the operation state of the engine). The circuit of the driving unit for driving according to the above is generally formed as an IC (semiconductor integrated circuit) for the purpose of reducing the size and the cost by reducing the number of parts. It is configured as an IC for use.

Next, an example of the configuration of the vehicle electronic control device and the fuel supply device driving IC used therein in each of the above system configurations (1) and (2) will be described with reference to FIGS. Will be explained. First, FIG. 5 shows a vehicle electronic control device 10 in the case of the system form (1).
0 and fuel supply device driving IC 102 used therein
In this example, a battery voltage is connected to a terminal of the fuel pump motor 104 opposite to a terminal connected to the ground potential via a contact point of a relay (hereinafter referred to as a pump relay) 106. VB is applied. One end of the coil L1 of the pump relay 106 is connected to the battery voltage VB, and the other end of the coil L1 is connected to the vehicle electronic control device 10 via the vehicle wiring H1.
Connected to 0.

The electronic control unit 100 includes a microcomputer (microcomputer) 2, a pump energization control circuit 4, and a monitoring circuit 6, in addition to a fuel supply device driving IC (hereinafter, also simply referred to as an IC) 102. Is provided. The microcomputer 2 detects an operation state of the engine based on an engine rotation signal output from a rotation sensor (not shown) according to the rotation of the engine and other sensor signals, and according to the detected operation state of the engine, a fuel pump motor An energization signal for instructing energization / non-energization to 104 is output to pump energization control circuit 4.

Further, when the microcomputer 2 receives a vehicle abnormality signal output from a not-shown airbag device when a vehicle collision is detected, the microcomputer 2 generates a forced stop instruction signal indicating that the operation of the fuel pump motor 104 is forcibly stopped. Output a high active forced cut signal to the IC 102,
When a test signal output from a maintenance test device (not shown) is received, the fuel pump motor 104
Is output to the IC 102 as a forced active energizing signal as a forced operation instruction signal indicating that the power supply is forcibly operated.

The monitoring circuit 6 monitors whether or not the microcomputer 2 is operating normally based on a well-known watchdog signal output from the microcomputer 2 and determines that an abnormality has occurred in the microcomputer 2. And outputs a row active forcible control cutoff signal for invalidating the forcible cut signal and the forcible energizing signal. It should be noted that this energization control cutoff signal is provided so that even if the microcomputer 2 becomes abnormal and erroneously outputs a forced energization signal or a forced cut signal, those signals become invalid.

The pump energization control circuit 4 detects the engine speed based on the engine speed signal, and when the engine speed is equal to or higher than a predetermined value (for example, idling speed), the monitoring circuit 6 forcibly activates the row active. In a normal state in which the control cutoff signal is not output, the energization signal from the microcomputer 2 is directly used as the fuel pump motor 1
04 as a control signal for controlling the operation of the IC
Otherwise, the control signal is output to the IC 102 in the following procedure. In this example, the control signal output from the pump power supply control circuit 4 to the IC 102 is a high active signal. When the control signal is at a high level, power is supplied to the fuel pump motor 104.

First, when the pump energization control circuit 4 detects that the engine has started to rotate from a starter signal or an engine rotation signal indicating that the starter motor for starting the engine has been operated, the engine rotation speed is increased to the predetermined value. Until the above, a control signal is output to the IC 102 so that the fuel pump motor 104 is energized. This is because the microcomputer 2 may not have started the operation at the time of low rotation immediately after the start of the engine. Even in such a case, the operation of the fuel pump motor 104 is started immediately.

Further, the pump energization control circuit 4 outputs a control signal to the IC 102 according to the engine speed while the low active forced control cutoff signal is being output from the monitoring circuit 6. This is to operate the fuel pump motor 104 even when an abnormality occurs in the microcomputer 2 so that the minimum required operation of the engine can be performed.

The fuel supply device driving IC 102 mounted on the electronic control unit 100 includes an output terminal Pa connected to the coil L1 of the pump relay 106 via the vehicle wiring H1 and a pump energization control circuit 4. A terminal Pb for inputting a control signal from the microcomputer 2, a terminal Pc for inputting a forcible energizing signal from the microcomputer 2, a terminal Pd for inputting a forcible cut signal from the microcomputer 2, and a forcible control cutoff signal from the monitoring circuit 6. Terminal Pe and the fuel pump motor 1
A logic circuit 8 for realizing the forced control (forced operation and forced stop) of the circuit 04 and an input signal S supplied from the logic circuit 8 to the coil L1 via the output terminal Pa as a drive signal. And a drive circuit 10 of a low side drive type for supplying an energizing current.

Here, the drive circuit 10 includes an N-channel MOSFET as an output transistor whose drain is connected to the output terminal Pa and whose source is connected to the ground potential.
(Hereinafter simply referred to as FET) 12 and the cathode as FET
Zener diode 14 connected to the drain of 12
And a diode 16 having an anode connected to the anode of the Zener diode 14 and a cathode connected to the gate of the FET 12, and outputs a low active overheat detection signal when the temperature of the FET 12 exceeds a preset overheat detection determination value. When the current flowing through the FET 12 (i.e., the current flowing through the coil L1 via the FET 12) becomes equal to or greater than a preset overcurrent determination value, the overheat detection circuit 18 outputs a low active overcurrent detection signal. A three-input AND gate 22 to which a current detection circuit 20, an input signal S from the logic circuit 8, an overheat detection signal from the overheat detection circuit 18, and an overcurrent detection signal from the overcurrent detection circuit 20 are input; The output of the gate 22 is connected to the FET 12
And a buffer 24 to be applied to the gates.

The Zener diode 14 and the diode 16 are protection elements for protecting the FET 12 from a counter electromotive force or a high voltage surge generated when the power supply to the coil L1 is cut off. The AND gate 22, the overheat detection circuit 18 and the overcurrent detection circuit 20 are intended to protect the FET 12 when the coil L1 is short-circuited.

That is, the coil L1 is short-circuited,
If a current equal to or greater than the overcurrent determination value flows through the FET 12,
When the temperature of T12 becomes equal to or higher than the overheat detection determination value, the FET 12 is forcibly turned off by the AND gate 22. In a normal state where such overcurrent or overheating does not occur, the FET 12 is turned on when the input signal S input from the logic circuit 8 to the AND gate 22 is at a high level, and the coil L1 is output via the output terminal Pa. Current will flow.

On the other hand, the logic circuit 8 has a two-input AND gate 26 to which a forced cut signal input from the microcomputer 2 to the terminal Pd and a forced control cutoff signal input from the monitoring circuit 6 to the terminal Pe are input; An inverter 28 which inverts the output of the AND gate 26 and outputs the inverted signal; and a three-input AND gate 30 which receives the forced energizing signal input from the microcomputer 2 to the terminal Pc, the forced control cutoff signal, and the output of the inverter 28 as inputs. And a control signal input from the pump energization control circuit 4 to the terminal Pb, and the AND gate 30
And a two-input AND gate 34 receiving the output of the OR gate 32 and the output of the inverter 28 as an input.

In the logic circuit 8, the output of the AND gate 34 is used as the input signal S as the drive circuit 10
Are supplied to the AND gate 22. In the fuel supply device driving IC 102, the input signal S from the logic circuit 8 to the driving circuit 10 is as shown in Table 1. In Table 1, "L" means low level, and "H" means high level. Also,
"-" Means that it is independent of the logic level of the signal.

[0020]

[Table 1]

That is, if the forced control cutoff signal from the monitoring circuit 6 is at a high level and both the forced energizing signal and the forced cut signal from the microcomputer 2 are at a low level, the pump energizing control circuit 4 Is supplied as an input signal S to the AND gate 22 of the drive circuit 10 via the OR gate 32 and the AND gate 34 as it is.

Therefore, in this case, the FET 12 of the drive circuit 10 is turned on in response to a control signal output from the pump energization control circuit 4 according to the operating state of the engine, and the coil L1 of the pump relay 106 An energizing current is supplied as a signal. Then, with the current supply to the coil L1, the pump relay 106 is turned on (the pump relay 106
Is short-circuited), power is supplied to the fuel pump motor 104, and the fuel pump motor 104 operates. Therefore, the fuel pump motor 104 operates according to the control signal from the pump energization control circuit 4.

If the forced control cutoff signal from the monitoring circuit 6 is at a high level, and only the forced power signal out of the forced power signal and the forced cut signal from the microcomputer 2 is at a high level, the pump power is turned on. Regardless of the control signal from the control circuit 4, the input signal S to the drive circuit 10 becomes high level. This is because the output of the AND gate 30 becomes high level.

Therefore, in this case, regardless of the control signal from the pump energization control circuit 4, the FET of the drive circuit 10
12 turns on, and the fuel pump motor 104 operates forcibly. : When the forced control cutoff signal from the monitoring circuit 6 is at a high level and only the forced cut signal out of the forced energization signal and the forced cut signal from the microcomputer 2 is at a high level, the pump energization control circuit 4 , The input signal S to the drive circuit 10 is at a low level. This is because the output of the inverter 28 goes low.

Therefore, in this case, regardless of the control signal from the pump energization control circuit 4, the FET of the drive circuit 10
As a result, the operation of the fuel pump motor 104 is forcibly stopped. : When the forced control cutoff signal from the monitoring circuit 6 is at a low level, regardless of the forced energization signal and the forced cut signal from the microcomputer 2, the AND gate 2 of the drive circuit 10
2, a control signal from the pump energization control circuit 4 is supplied as an input signal S. That is, the forced energizing signal and the forced cut signal from the microcomputer 2 become invalid, and the fuel pump motor 104 operates according to the control signal from the pump energizing control circuit 4.

FIG. 6 shows an example of the configuration of the vehicle electronic control device 110 and the fuel supply device driving IC 112 used therein in the case of the system form (2). Note that, in FIG. 6, the same components as those in FIG. 5 are denoted by the same reference numerals, and description thereof will be omitted.

In the example of FIG. 6, the fuel pump motor 1
04 to the terminal opposite to the terminal connected to the ground potential,
A pump controller 114 is connected. And
As described above, the pump controller 114 communicates as a drive signal supplied from the fuel supply device drive IC 112 of the electronic control device 110 via the in-vehicle wiring H2 (in this example, the duty ratio is controlled). A current corresponding to the duty ratio of the PWM signal
Flow to 04.

For this reason, in the electronic control device 110 of FIG. 6, the control signal output from the pump energization control circuit 4 to the IC 112 is also a PWM signal having a duty ratio corresponding to the current value to be supplied to the fuel pump motor 104. ing.
That is, the microcomputer 2 responds to the operating state of the engine,
Calculate the value of the current to be passed to the fuel pump motor 104,
An energization signal having a duty ratio according to the calculated current value is output to the pump energization control circuit 4. If the pump energization control circuit 4 does not output the energization signal from the microcomputer 2 to the IC 112 as a control signal as it is (that is, if it generates and outputs a control signal), the pump energization control circuit 4 also responds to the operating state of the engine. Control signal with the changed duty ratio
Output to 2.

Also in this example, the control signal output from the pump energization control circuit 4 to the IC 112 has a high level which is an active level (a level for energizing the fuel pump motor 104). Here, the electronic control unit 1
10 includes an output terminal Pf connected to the pump controller 114 via the in-vehicle wiring H2, four terminals Pb to Pe having the same role as the IC 102 in FIG. 5 and a high-side drive type for supplying a communication signal as a drive signal to the pump controller 114 via the output terminal Pf in accordance with the input signal S supplied from the logic circuit 8. And a drive circuit 40.

The drive circuit 40 includes a PNP transistor 42 as an output transistor whose collector is connected to the output terminal Pf and whose emitter is connected to a power supply voltage VD (for example, 5 V) corresponding to a high level, and the transistor 42 Between the collector and the emitter of the diode 4 in the forward direction from the collector to the emitter.
4, a malfunction preventing resistor 46 connected between the emitter and the base of the PNP transistor 42,
A base current limiting resistor 48 connected to the base of the P transistor 42; an NPN transistor 50 having a collector connected to an end of the resistor 48 opposite to the PNP transistor 42 and having an emitter connected to the ground potential; It is composed of

In the driving circuit 40, the NPN
The base of the transistor 50 is connected to the output terminal of the AND gate 34 forming the logic circuit 8. That is,
The output of the AND gate 34 is NP as the input signal S.
It is supplied to the base of the N transistor 50.

The diode 44 is a protection element for preventing an excessive voltage from being applied between the collector and the emitter of the PNP transistor 42. In the drive circuit 40, when the input signal S input from the logic circuit 8 to the base of the NPN transistor 50 is at a high level, the PNP transistor 42 is turned on and the output terminal Pf
, A high-level signal is output to the pump controller 114.

Such a fuel supply device driving IC 112
Also, the input signal S from the logic circuit 8 to the drive circuit 40 is as shown in Table 1 described above. Then, when the forced control cutoff signal from the monitoring circuit 6 is at a high level and both the forced energizing signal and the forced cut signal from the microcomputer 2 are at a low level, the pump energizing control circuit 4 The PNP transistor 42 of the drive circuit 40 is controlled according to a control signal output according to the operation state.
Is turned on, a signal having the same logic level as the control signal output from the pump energization control circuit 4 is supplied to the pump controller 114 as a driving signal. Therefore,
The fuel pump motor 104 includes a pump controller 114
As a result, a current corresponding to the duty ratio of the control signal output from the pump energization control circuit 4 is supplied, and the circuit operates at a speed corresponding to the current value.

Also, when the forced control cutoff signal from the monitoring circuit 6 is at a high level and only the forced conduction signal of the forced conduction signal and the forced cut signal from the microcomputer 2 is at a high level, Since the PNP transistor 42 of the drive circuit 40 is turned on regardless of the control signal from the pump energization control circuit 4, the pump controller 114
Is supplied with a signal having a duty ratio of 100%. Therefore, in this case, the maximum current is supplied from the pump controller 114 to the fuel pump motor 104, and the fuel pump motor 104 is forcibly operated.

Further, when the forced control cutoff signal from the monitoring circuit 6 is at a high level and only the forced cut signal of the forced energization signal and the forced cut signal from the microcomputer 2 is at a high level, , Regardless of the control signal from the pump energization control circuit 4,
Since the transistor 42 remains off, a signal having a duty ratio of 0% is supplied to the pump controller 114. Therefore, in this case, the power supply from the pump controller 114 to the fuel pump motor 104 is stopped, and the operation of the fuel pump motor 104 is forcibly stopped.

On the other hand, when the forced control cutoff signal from the monitoring circuit 6 is at a low level, the forced energizing signal and the forced cut signal from the microcomputer 2 become invalid, and the fuel pump motor 104 Operate according to a control signal from the pump energization control circuit 4.

[0037]

By the way, the fuel supply device driving IC 102 shown in FIG. 5 can be used in a vehicle equipped with a pump controller 114 as an energizing means for energizing the fuel pump motor 104. On the contrary, the fuel supply device driving IC 112 shown in FIG.
Thus, as a power supply means for supplying power to the fuel pump motor 104, it cannot be used in a vehicle equipped with the pump relay 106.

This is because the form of the drive signal to be supplied to the case where the pump relay 106 is used and the case where the pump controller 114 is used are different, and accordingly, the form of the drive circuit to be provided in the IC is different. This is because the configuration is different. Specifically, in the example of FIGS. 5 and 6 described above, when the pump relay 106 is used, a low-side drive type driving circuit 1 is used to output a conduction current to the coil L1 of the relay 106 in a low-side format.
0 is required, and when the pump controller 114 is used, a communication signal having the same logic level as the control signal can be output to the pump controller 114.
A high-side drive type drive circuit 40 including transistors in stages is required. Further, in the latter driving circuit 40, a small signal transistor having a small output current capacity and good switching response characteristics is used as the last-stage output transistor, whereas in the former driving circuit 10, the above-mentioned driving transistor is used as the output transistor. A power transistor (the N-channel MOSFET 12 in the above example) having a larger output current capacity than the small signal transistor is required.

For this reason, the ICs 102 and 11 shown in FIGS.
In the case of 2, the system is different for each system form, and the number of varieties is increased, and at the same time, the number of individual products is reduced, which leads to an increase in the cost of itself and the electronic control device in which it is mounted.

On the other hand, as in the case of the IC 116 shown in FIG. 7, the IC 102 shown in FIG. 5 is obtained by adding the driving circuit 40 and the output terminal Pf provided in the IC 112 shown in FIG. And (2) can be applied to both system forms. However, in the vehicle, the pump relay 106 and the pump controller 114 serve as an energizing means for energizing the fuel pump motor 104.
Since either one of the above is selectively mounted, I in FIG.
In C116, one of the driving circuits 10 and 40 is not actually used and is wasted. this is,
Among the drive circuits 10 and 40, the fuel pump motor 104
Is not used to operate a controlled object other than the fuel pump motor 104. Therefore, in the IC 116 having the configuration shown in FIG. 7, the cost of the IC 116 itself and the electronic control device on which the IC 116 is mounted are increased.

The present invention has been made in view of such a problem, and is applied to two types of system configurations in which the power supply means for supplying power to the electric fuel supply device is different, regardless of the type. It is another object of the present invention to provide a fuel supply device driving IC which can reduce the cost of the fuel supply device itself and the cost of an electronic control unit for a vehicle in which the fuel supply device is mounted.

[0042]

According to a first aspect of the present invention, there is provided an IC for driving a fuel supply device, which is designed to supply fuel to an engine. One of two types of energizing means of different types, a first type energizing means and a second type energizing means, as energizing means for operating the fuel supply device by energizing in response to a driving signal from the outside. A control signal output from control means for controlling the operation of the fuel supply device in accordance with the operation state of the engine, which is used in a vehicle equipped with one of the two, is provided independently of the operation state of the engine, and the control signal Of the two types of energizing means, the energizing means actually mounted on the vehicle in accordance with the instruction signal indicating the operating state of the fuel supply device which has priority over the And it supplies the use signal.

In order to achieve this function, the fuel supply device driving IC according to the first aspect of the present invention includes a first signal input terminal independent of each other as an input terminal for inputting a control signal from the control means. And a second signal input terminal, and further comprises a signal input to the first signal input terminal.
Among the two types of energizing means, a first driving circuit capable of converting and outputting a driving signal suitable for the first type energizing means, and a signal input to a second signal input terminal, And a second driving circuit capable of converting the driving signal into a driving signal suitable for the second type of energizing means and outputting the driving signal. The output of the first drive circuit is output from the first signal output terminal to the outside of the IC, and the output of the second drive circuit is output from the second signal output terminal to the outside of the IC. . The contents of the conversion performed by the first and second drive circuits are conversion of a current capacity and a voltage level of a signal.

Further, the fuel supply device driving IC according to the first aspect of the present invention includes a compulsory control circuit independent of the first and second driving circuits, and the compulsory control circuit is configured to transmit the instruction signal in response to the instruction signal. When applied from outside the IC, it generates a forced control signal for fixing the logic level of the control signal to a logic level corresponding to the operation state indicated by the instruction signal.
The forced control signal generated by the forced control circuit is output from the forced control signal output terminal to the outside of the IC.

The fuel supply device driving IC of the first aspect may be used as described in the third aspect. (A): First, the energizing means mounted on the vehicle is a first type energizing means (that is, a driving circuit capable of outputting a driving signal suitable for the first type energizing means is a first driving circuit. In the case of a certain energizing means), the control signal from the control means is input to the first signal input terminal of the first signal input terminal and the second signal input terminal, and A first signal output terminal is connected to a signal path for supplying a driving signal to the first type energizing means, and a first signal input terminal and a forced control signal output terminal are connected outside the IC. .

With such a connection setting, a driving signal suitable for the first type energizing means and corresponding to the control signal and the instruction signal is transmitted from the first signal output terminal to the first type energizing means. Will be supplied. That is, when an instruction signal indicating the operation state of the fuel supply device, which has a higher priority than the control signal output from the control means, is not given to the IC, the first signal output terminal supplies the first type energization means with: First
A driving signal corresponding to the control signal from the control means is output by the driving circuit of the control circuit, and when the instruction signal is given to the IC, the logic of the control signal inputted to the first signal input terminal is outputted. The level is fixed to a logic level corresponding to the operation state indicated by the instruction signal by the forcible control signal generated by the forcible control circuit. Regardless of the output control signal, a driving signal corresponding to the instruction signal is output by the first driving circuit. Therefore, both the normal control of the fuel supply device by the control signal from the control means and the forced control of the fuel supply device by the instruction signal having a higher priority can be reliably performed.

Further, when the energizing means mounted on the vehicle is a first type energizing means, a second signal input terminal which is not used for outputting a driving signal to the first type energizing means, Drive circuit and the second signal output terminal may be used to operate a control target other than the fuel supply device.

(B): Next, the energizing means mounted on the vehicle is a second type energizing means (ie, of the two types of energizing means,
A driving circuit capable of outputting a driving signal conforming to the
The driving means of the drive circuit), the first
A control signal from the control means is input to the second signal input terminal of the signal input terminal and the second signal input terminal, and a drive signal is supplied to the second type energizing means. Connecting a second signal output terminal to the signal path;
The second signal input terminal and the forced control signal output terminal
Connect outside C.

With such a connection setting, a driving signal suitable for the second type energizing means and corresponding to the control signal and the instruction signal is transmitted from the second signal output terminal to the second type energizing means. Will be supplied. That is, when an instruction signal having a higher priority than the control signal from the control means is not given to the IC, the second drive circuit supplies the control signal from the second signal output terminal to the second type energizing means. When a driving signal corresponding to the control signal from the IC is output, and the instruction signal is given to the IC, the logic level of the control signal input to the second signal input terminal is changed to a forced control circuit. In order to fix the logic level corresponding to the operation state indicated by the instruction signal by the forcible control signal generated by the control signal from the second signal output terminal to the second type energizing means, Regardless, a driving signal corresponding to the instruction signal is output by the second driving circuit. Therefore, both the normal control of the fuel supply device by the control signal from the control means and the forced control of the fuel supply device by the instruction signal having a higher priority can be reliably performed.

Further, when the energizing means mounted on the vehicle is a second type energizing means, a first signal input terminal which is not used to output a driving signal to the second type energizing means, The drive circuit and the first signal output terminal may be used to operate a control target other than the fuel supply device.

As described above, according to the fuel supply device driving IC of the first aspect, two types of system configurations differing in the power supply means for supplying power to the electric fuel supply device despite being of one type. Can be applied to Therefore, the fuel supply device driving IC can be made inexpensive by mass production, and as a result, the cost of the vehicle electronic control device using the IC can be reduced.

Further, in the fuel supply device driving IC according to the first aspect, the first signal input terminal, the first drive circuit, the first signal output terminal, the second signal input terminal, the second signal input terminal, and the second signal input terminal. Since the drive circuit and the second signal output terminal are provided independently of each other, one of the two is not used for driving the fuel supply device (that is, a drive signal is output to the energizing means). Is used to operate a control target other than the fuel supply device.

Therefore, the fuel supply device driving I according to claim 1 is driven.
According to C, the number of drive circuits separately provided in the electronic control device on which the fuel supply device drive IC is mounted is reduced by using the built-in first drive circuit and the second drive circuit without waste. Therefore, the cost of the electronic control device can be further reduced.

As an electric fuel supply device that requires forcible control by an instruction signal other than the control signal, the above-described fuel pump motor 104 is specifically conceivable. Specifically, the pump relay 106 and the pump controller 114 described above can be considered as each of the second type energizing means.

Next, in the fuel supply device driving IC according to the second aspect, in the fuel supply device driving IC according to the first aspect, the forcible control circuit forcibly operates the fuel supply device as an instruction signal. When a forced operation instruction signal indicating that the fuel supply device operates is generated, a signal for fixing the logical level of the control signal to the active level at which the fuel supply device operates is generated as a forced control signal. When a forced stop instruction signal indicating that the operation of the supply device is forcibly stopped is given, a signal for fixing the logical level of the control signal to a passive level at which the fuel supply device does not operate is generated as a forced control signal. It is configured to be.

According to the fuel supply device driving IC of the second aspect, both the forced operation and the forced stop are performed as the forced control having a higher priority than the normal control according to the control signal from the control means. Can be performed. It should be noted that the fuel supply device driving IC according to the second aspect is also an IC according to the first aspect.
In the same manner as described above, it may be used as described in claim 3.

[0057]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a fuel supply device driving IC (hereinafter simply referred to as IC) according to an embodiment to which the present invention is applied.
62 will be described with reference to FIGS. 1 and 2. FIG.
In FIG. 2 and FIG. 2, the same components as those shown in FIG. 5 to FIG. Further, the IC 62 of the present embodiment is an electronic control that controls the fuel pump motor 104 via the pump relay 106 in a vehicle equipped with a pump relay 106 as an energizing means for energizing the fuel pump motor 104 as a fuel supply device. It can be used for both the device 60 and the electronic control unit 80 for controlling the fuel pump motor 104 via the pump controller 114 in a vehicle equipped with a pump controller 114 as an energizing means for energizing the fuel pump motor 104. Things.
FIG. 1 illustrates the configuration of the IC 62 of the present embodiment and the configuration of the former electronic control device 60, and FIG. 2 illustrates the configuration of the IC 62 and the configuration of the latter electronic control device 80 of the present embodiment. Represents.

First, the electronic control unit 60 shown in FIG. 1 is different from the electronic control unit 100 shown in FIG.
2 is provided with the IC 62 of the present embodiment, and the electronic control device 80 of FIG. 2 is different from the electronic control device 110 of FIG. Have.

As shown in FIGS. 1 and 2, the IC 62 of this embodiment is connected to the same low-side drive type drive circuit 10 as the IC 102 of FIG. 5, and to the drain of the FET 12 constituting the drive circuit 10. Output terminal P
a, a high-side drive type drive circuit 40 identical to the IC 112 of FIG. 6, and a PNP constituting the drive circuit 40
Output terminal Pf connected to the collector of transistor 42
And are provided independently of each other.

Further, the IC 62 of the present embodiment has a first signal input terminal P1 and a second signal input terminal P2 which are independent of each other as terminals for inputting a control signal output from the pump energization control circuit 4 as control means. And a signal input terminal P2. The first signal input terminal P1 is connected to one input terminal of the three-input AND gate 22 forming the drive circuit 10, and the second signal input terminal P2 is connected to the first stage of the drive circuit 40. It is connected to the base of NPN transistor 50.

The IC 62 of the present embodiment is similar to the IC 62 shown in FIGS.
Terminal 102 for inputting a forced energization signal (corresponding to a forced operation instruction signal) from the microcomputer 2 in the same manner as the ICs 102 and 112 of FIG.
c, a terminal Pd for inputting a forced cut signal (corresponding to a forced stop instruction signal) from the microcomputer 2, and a terminal Pe for inputting a forced control cutoff signal from the monitoring circuit 6.

Further, the IC 62 of the present embodiment is provided with a circuit for realizing the forced control (forcible operation and forcible stop) of the fuel pump motor 104 instead of the logic circuit 8 shown in FIGS. Is provided. That is, the forcible control circuit 64 is connected to the terminal Pd
2-input AND gate 6 which receives the forced cut signal input to the input terminal and the forced control cutoff signal input to the terminal Pe.
6, an inverter 68 that logically inverts the output of the AND gate 66 and outputs the inverted signal, and a three-input AND gate 70 that receives the forced energizing signal input to the terminal Pc, the above-described forced control cutoff signal, and the output of the inverter 68 as inputs. And an inverter 7 which inverts the output of the AND gate 70 and outputs the result.
2, a PNP transistor 74 whose emitter is connected to the power supply voltage VD corresponding to the high level, the base is connected to the output terminal of the inverter 72, the emitter is connected to the ground potential, and the base is connected to the output terminal of the AND gate 66. And an NPN transistor 76 whose collector is connected to the collector of the PNP transistor 74.

The IC 62 of this embodiment has a forced control signal output terminal P3 for outputting the voltage of the collectors of the transistors 74 and 76 connected to each other to the outside of the IC 62 as a forced control signal. . In the IC 62 of this embodiment, the state of the forced control signal output terminal P3 (that is, the forced control signal output from the terminal P3) is as shown in Table 2. In Table 2, "L" means low level and "H" means high level, as in Table 1 described above. Further, "-" means that it has nothing to do with the logic level of the signal.

[0064]

[Table 2]

That is, when the forced control cutoff signal from the monitoring circuit 6 is at a high level, and both the forced energizing signal and the forced cut signal from the microcomputer 2 are at a low level (terminal Pc = L, terminal Pd = L, terminal Pe = H), the two transistors 7 of the forced control circuit 64
4 and 76 are both turned off, so that the forced control signal output terminal P3 is in a high impedance state (open state).

When the forced control cut-off signal from the monitoring circuit 6 is at a high level and only the forced power-on signal of the forced power-on signal and the forced cut-off signal from the microcomputer 2 is at a high level (terminal Pc = H , Terminal Pd = L, terminal Pe = H), the PNP transistor 74 of the two transistors 74 and 76 of the forced control circuit 64
Is turned on, the forced control signal output terminal P3
Becomes a high level at which current flows.

When the forced control cutoff signal from the monitoring circuit 6 is at a high level and only the forced cut signal of the forced energization signal and the forced cut signal from the microcomputer 2 is at a high level (terminal Pc = L , Terminal Pd = H, terminal Pe = H), the two transistors 7
Of the transistors 4 and 76, only the NPN transistor 76 is turned on, so that the forcible control signal output terminal P3 has a low level to draw current.

When the forced control cutoff signal from the monitoring circuit 6 is at a low level (when the terminal Pe = L),
As in the case of the above, since both of the two transistors 74 and 76 are turned off, the forced control signal output terminal P
3 is in a high impedance state.

Therefore, in the case of a vehicle in which the pump relay 106 is mounted as an energizing means for energizing the fuel pump motor 104 (ie, in the case of the above-described system (1)), as shown in FIG. By connecting a control signal output terminal of the pump energization control circuit 4 and a first signal input terminal P1 of the IC 62 via a resistor R, a control signal from the pump energization control circuit 4 is input to the terminal P1. At the same time, the output terminal Pa is connected to the in-vehicle wiring H1 connected to the coil L1 of the pump relay 106, and the first signal input terminal P1 and the forced control signal output terminal P3 are connected to the IC 62 Just connect it externally.

When the connection settings as shown in FIG. 1 are made,
In the case of or in Table 2, the forced control signal output terminal P3 is in a high impedance state, so that the drive circuit 10
FET 12 is turned on and the coil L of the pump relay 106
1 is supplied with an energizing current as a driving signal in accordance with a control signal output from the pump energizing control circuit 4. That is, the control signal input from the pump energization control circuit 4 to the first signal input terminal P1 is
Thus, the current is converted into an energizing current as a driving signal suitable for the pump relay 106 and output from the output terminal Pa.
The current flows through the coil L1 of the pump relay 106.
Therefore, the fuel pump motor 104 operates according to the control signal from the pump energization control circuit 4.

In the case of Table 2, the forced control signal output terminal P3 goes high, and the terminal P3
, The first signal input terminal P1 is forcibly set to the high level by the high-level forcible control signal output from the
The FET 12 of the drive circuit 10 is turned on, and the fuel pump motor 104 is forcibly operated.

Conversely, in the case of Table 2, the forced control signal output terminal P3 goes low, and the first signal input terminal P1 is forcibly forced by the low level forced control signal output from the terminal P3. Since it is at the low level, the FET 12 of the drive circuit 10 remains off regardless of the control signal from the pump energization control circuit 4,
The operation of the fuel pump motor 104 is forcibly stopped.

As described above, if the connection setting shown in FIG. 1 is performed, the same function as that of the IC 102 shown in FIG. 5 described above can be obtained, and the normal control of the fuel pump motor 104 by the control signal from the pump energization control circuit 4 can be performed. The fuel pump motor 104 based on the forced energization signal or the forced cut signal which has priority
And the forcible control can be reliably performed.

Further, in the case of a vehicle equipped with a pump relay 106, as shown in FIG. 1, a second signal input terminal P2 not used for signal output to the pump relay 106, a driving circuit 40, The output terminal Pf may be used to operate a control target other than the fuel pump motor 104.

As a specific example, the electronic control unit 6 shown in FIG.
0, a vehicle wiring H3 for supplying a communication signal for meter display to a meter unit 78 that changes the display content of a meter in the vehicle in response to a communication signal from the outside.
Is connected to the output terminal Pf of the IC 62, and the communication signal for meter display output from the microcomputer 2 is connected to the IC 6
2 to the second signal input terminal P2. If such a connection is made, the electronic control unit 6
0, the communication signal from the microcomputer 2 is transmitted to the meter unit 78.
A communication signal for meter display can be supplied to the meter unit 78 without separately providing a drive circuit for outputting to the meter unit 78.

On the other hand, in the case of a vehicle in which the pump controller 114 is mounted as an energizing means for energizing the fuel pump motor 104 (that is, in the case of the above-described system (2)), as shown in FIG. By connecting a control signal output terminal of the energization control circuit 4 and a second signal input terminal P2 of the IC 62 via a resistor R, a control signal from the pump energization control circuit 4 is input to the terminal P2. In addition, the output terminal Pf is connected to the in-vehicle wiring H2 connected to the pump controller 114, and further, the second signal input terminal P2 and the forced control signal output terminal P
3 may be connected outside the IC 62.

Then, if the connection setting as shown in FIG. 2 is performed,
In the case of or in Table 2, since the forcible control signal output terminal P3 is in a high impedance state, the driving circuit 40
Is turned on, and a signal of the same logic level as the control signal (in this case, the PWM signal) output from the pump conduction control circuit 4 is supplied to the pump controller 114 as a driving signal. . That is, the second signal input terminal P2
Is converted into an in-vehicle communication signal as a driving signal suitable for the pump controller 114 by the driving circuit 40 and output from the output terminal Pf, and the communication signal is supplied to the pump controller 114. .
Therefore, the fuel pump motor 104 is supplied with a current corresponding to the duty ratio of the control signal output from the pump energization control circuit 4 by the pump controller 114, and operates at a speed corresponding to the current value.

Further, in the case of Table 2, the forced control signal output terminal P3 goes high,
, The second signal input terminal P2 is forcibly set to the high level by the high-level forcible control signal output from the controller irrespective of the control signal from the pump energization control circuit 4.
The PNP transistor 42 of the drive circuit 40 is turned on, and the duty ratio of 100% is supplied to the pump controller 114.
Is supplied. Therefore, the maximum current is supplied from the pump controller 114 to the fuel pump motor 104, and the fuel pump motor 104 is forcibly operated.

Conversely, in the case of Table 2, the forced control signal output terminal P3 goes low, and the second signal input terminal P2 is forcibly forced by the low level forced control signal output from the terminal P3. Since the level is low, the PNP transistor 42 of the drive circuit 40 remains off irrespective of the control signal from the pump energization control circuit 4, and a signal having a duty ratio of 0% is supplied to the pump controller 114. Become. Therefore, the power supply from the pump controller 114 to the fuel pump motor 104 is stopped, and the operation of the fuel pump motor 104 is forcibly stopped.

As described above, if the connection setting of FIG. 2 is performed, exactly the same function as that of the above-described IC 112 of FIG. 6 can be obtained, and the normal control of the fuel pump motor 104 by the control signal from the pump energization control circuit 4 can be performed. The fuel pump motor 104 based on the forced energization signal or the forced cut signal which has priority
And the forcible control can be reliably performed.

Further, in the case of a vehicle equipped with a pump controller 114, as shown in FIG. 2, a first signal input terminal P1, a driving circuit 10, And output terminal P
a may be used to operate a controlled object other than the fuel pump motor 104.

As a specific example, the electronic control unit 8 shown in FIG.
0 is used to drive an electromagnetic VSV (vacuum switching valve) 82 provided in a pressure path for supplying a negative pressure generated in the intake system of the engine to a brake assist device or the like. That is, the output terminal Pa of the IC 62 is connected to one end of the in-vehicle wiring H4 connected to the coil L2 of the VSV 82.
And VSV8 output from the microcomputer 2
2 is supplied to the first signal input terminal P1 of the IC 62.
To be entered. If such a connection is made, the VSV 82 can be provided in the electronic control unit 80 without providing a separate drive circuit for driving the VSV 82.
Can be driven in accordance with a signal from the microcomputer 2.

In this embodiment, the pump relay 106 corresponds to the first type energizing means, and the pump controller 114 corresponds to the second type energizing means. The drive circuit 10 corresponds to a first drive circuit, the output terminal Pa corresponds to a first signal output terminal, the drive circuit 40 corresponds to a second drive circuit, and the output terminal Pf corresponds to a second signal. It corresponds to the output terminal. The vehicle wiring H1 connected to the coil L1 of the pump relay 106 corresponds to a signal path for supplying a driving signal to the pump relay 106 as the first type energizing means, and is connected to the pump controller 114. The in-vehicle wiring H2 corresponds to a signal path for supplying a driving signal to the pump controller 114 as the second type energizing means.

As described above, according to the IC 62 of the present embodiment, the fuel pump motor 10
4 is a pump relay 106, and the energizing means is a pump controller 11.
4 can be applied to two types of system configurations. Therefore, the IC 62 can be made inexpensive by mass production, and as a result, the cost of the vehicle electronic control devices 60 and 80 using the IC 62 can be reduced.

In particular, in the IC 62 of the present embodiment, the first signal input terminal P1, the drive circuit 10, and the output terminal Pa are
Since the second signal input terminal P2, the drive circuit 40, and the output terminal Pf are provided independently of each other and independently of the forcible control circuit 64, the drive circuit for driving the fuel pump motor 104 is included in both of the drive circuits 10, 40. Is not used for the fuel pump motor 10 such as the meter unit 78 or the VSV 82.
It can be used to operate other control objects other than the control object 4. Therefore, according to the IC 62, the two built-in drive circuits 10 and 40 can be effectively used without waste, and the number of drive circuits separately provided in the electronic control devices 60 and 80 in which the IC 62 is mounted can be reduced. Therefore, the costs of the electronic control devices 60 and 80 can be further reduced.

Further, according to the IC 62 of this embodiment, as shown in Table 2, the forcible control circuit 64
In accordance with the combination of the three signals input to e, the forced control signal (state of the forced control signal output terminal P3) output from the forced control signal output terminal P3 is set to three states of a high level, a low level, and a high impedance. Therefore, both forced operation and forced stop can be performed as forced control that takes precedence over normal control, and the forced control is performed by inputting a low-level signal to the terminal Pe. It is also possible to surely realize the forced control interruption to invalidate.

Further, in the IC 62 of this embodiment, since the forced control circuit 64 independent of the drive circuits 10 and 40 is built in together with the respective drive circuits 10 and 40, the IC 62 drives the fuel pump motor 104. Can be minimized. For example, as in an electronic control unit 84 illustrated in FIG. 3, an IC 86 in which the compulsory control circuit 64 and the terminals Pc to Pe and P3 are deleted from the IC 62 of the present embodiment.
(That is, an IC 8 provided with only two drive circuits 10 and 40)
6), and a logic circuit 87 having the same function as the compulsory control circuit 64 is connected to a resistor R
1 to R7, diodes D1 to D4, and transistor T
It is also conceivable to construct each of the discrete components 1 to T3. FIG. 3 shows the pump relay 106 similarly to FIG.
Shows the case of a vehicle in which is mounted.

However, when configured as shown in FIG.
A large number of components must be mounted on the electronic control unit 84, which makes it difficult to reduce the size of the device, and increases the cost due to the increase in the number of components and the cost for assembling the components.

On the other hand, according to the IC 62 of the present embodiment, the fuel pump motor 10 can be used without adding discrete components such as diodes and transistors.
4 can be driven, and the number of components, mounting space, and assembling man-hours of the electronic control devices 60 and 80 in which the IC 62 is mounted can be reduced.

By the way, the IC 62 of the present embodiment is
The electronic control unit 88 can be used for forcibly controlling a control target other than the fuel pump motor 104 as in the electronic control unit 88 illustrated in FIG. The electronic control unit 88 shown in FIG.
Is a device in which an electromagnetic injector 90 that injects and supplies fuel to an engine can be forcibly controlled.

That is, the electronic control unit 88 shown in FIG. 4 includes the injector 90, the above-described meter unit 78 and the VSV.
82 and the IC 62 of the present embodiment.
And a microcomputer 2, an injector driving circuit 92 for driving the injector 90 by energizing the coil L3 of the injector 90, and a monitoring circuit 93 with a backup function (hereinafter referred to as a backup circuit).

In the electronic control unit 88, FIG.
As in the case of the electronic control unit 80, the output terminal Pa of the IC 62 is connected to the coil L2 of the VSV 82 via the wiring H4 in the vehicle, and the VS output from the microcomputer 2
The control signal for V82 is input to the first signal input terminal P1 of the IC 62, whereby the VSV 82 is driven according to the control signal for VSV 82 output from the microcomputer 2.

Further, similarly to the electronic control unit 60 of FIG.
The output terminal Pf of the IC 62 is connected to the meter unit 78 via the in-vehicle wiring H3, and the communication signal for meter display output from the microcomputer 2 is input to the second signal input terminal P2 of the IC 62. By the microcomputer 2
Is output to the meter unit 78.

On the other hand, in the injector drive circuit 92, the drain is connected to the coil L3 of the injector 90 by the in-vehicle wiring H5.
, The source is connected to the ground potential, an N-channel MOSFET 94, the cathode is connected to the drain of the FET 94, the Zener diode 95 is connected, the anode is connected to the anode of the Zener diode 95, the cathode is connected to the gate of the FET 94. Connected diode 9
6 and a buffer 97 for applying an injection signal for driving the injector 90 output from the microcomputer 2 to the gate of the FET 94. Note that the Zener diode 95 and the diode 96 are connected to the F.sub.E or the high voltage surge generated when the power supply to the coil L3 is cut off.
This is a protection element for protecting ET94.

The microcomputer 2 changes the logic level of the injection signal between a high level and a low level at an appropriate timing according to the engine rotation signal from the rotation sensor. The data is input to the buffer 97.

When the microcomputer 2 receives a row active test signal output from a maintenance test device (not shown), the microcomputer 2 executes an operation check program different from a normal control program, and The logic level is changed in a predetermined test pattern regardless of the engine rotation signal. The injection signal output when the microcomputer 2 receives the low-level test signal is an operation check injection signal for checking whether or not the injector 90 operates normally.

The backup circuit 93 monitors whether or not the microcomputer 2 is operating normally, based on the watchdog signal output from the microcomputer 2, and also monitors the engine rotation signal from the rotation sensor and the microcomputer 2 from the microcomputer 2. It is determined whether or not the relationship with the injection signal is appropriate, and if an abnormality of the microcomputer 2 is detected based on the watchdog signal, or an engine rotation signal is output from the rotation sensor (that is, the engine Is rotating)), but the microcomputer does not output an injection signal (that is, the injection signal remains at a low level). The backup injection signal is output to the terminal Pc of the IC 62.

The backup injection signal is a signal for driving the injector 90 instead of the microcomputer 2 to enable the vehicle to travel at a minimum. When the backup circuit 93 determines that the microcomputer 2 and the injection signal from the microcomputer 2 are normal, the backup injection signal remains at the low level.

When the backup circuit 93 receives a high-active vehicle abnormality signal output from a not-shown airbag device when a vehicle collision is detected, the injector 9
In order to forcibly stop the 0 operation, a high active fuel cut signal is output to the terminal Pb of the IC 62.
The fuel cut signal is for ensuring safety at the time of a vehicle collision.

In the electronic control unit 88 shown in FIG. 4, the row active test signal output from the test device is input to the terminal Pe of the IC 62. Further, the resistor 98 and the buffer 97 of the injector drive circuit 92 are provided.
Is connected to the forced control signal output terminal P3 of the IC 62.

In such an electronic control unit 88, when the backup injection signal from the backup circuit 93 and the fuel cut signal are both at the low level in the normal operation mode in which the test signal is at the high level (terminal Pc
= L, terminal Pd = L, terminal Pe = H), IC
Since the forced control signal output terminal P3 of 62 is in a high impedance state, in response to the injection signal from the microcomputer 2,
The FET 94 of the injector drive circuit 92 is turned on, and a current is supplied to the coil L3 of the injector 90 in accordance with the injection signal output from the microcomputer 2. Therefore, the injector 90 operates according to the injection signal from the microcomputer 2.

On the other hand, in the normal operation mode in which the test signal is at the high level, when only the backup injection signal of the backup injection signal and the fuel cut signal from the backup circuit 93 is at the high level (terminal P)
c = H, terminal Pd = L, terminal Pe = H), I
The forced control signal output terminal P3 of C62 goes high, and the high level forced control signal output from the terminal P3 causes the FET 94 of the injector drive circuit 92 to
Is turned on, and the injector 90 is forcibly operated. Therefore, when an abnormality occurs in the microcomputer 2 or the injection signal from the microcomputer 2, the injector 90 is driven according to the backup injection signal from the backup circuit 93.

In the normal operation mode in which the test signal is at the high level, when only the fuel cut signal is at the high level among the backup injection signal and the fuel cut signal from the backup circuit 93 (terminal Pc = L, terminal P
d = H, terminal Pe = H), the forced control signal output terminal P3 of the IC 62 becomes low level, and the terminal P3
, The FET 94 of the injector drive circuit 92 is forcibly turned off, and the operation of the injector 90 is forcibly stopped. Therefore, at the time of a vehicle collision, the engine is reliably stopped, and safety is ensured.

On the other hand, in the test operation mode in which the test signal is at the low level (when terminal Pe = L), regardless of the backup injection signal from the backup circuit 93 and the fuel cut signal, the forced control signal output terminal P of the IC 62 is output.
3 is in a high impedance state. Therefore, in this case, the injector 90 is driven according to the operation check injection signal output from the microcomputer 2 in a predetermined test pattern.

That is, in the test operation mode, the microcomputer 2 outputs an operation check injection signal irrelevant to the engine rotation signal, so that the backup circuit 93 outputs a backup injection signal corresponding to the engine rotation signal. However, in this case, the backup injection signal becomes invalid, and the injector 90
It is driven according to the injection signal for operation check from the controller.

As described above, in the IC 62 according to the present embodiment, the two drive circuits 10 and 40 and the forcible control circuit 64 are incorporated independently of each other. It can also be used for forcibly controlling other control objects.

As described above, one embodiment of the present invention has been described. However, it goes without saying that the present invention can take various forms. For example, in the IC 62 of the above-described embodiment, the drive circuit 10 has an N-channel MOSF as an output transistor.
The drive circuit of the low-side drive type provided with the ET12, and the drive circuit 40 is the drive circuit of the high-side drive type provided with the PNP transistor 42 as the output transistor. What is necessary is just to match with the drive form of each energizing means (pump relay 106, pump controller 114) provided in the vehicle. That is, if it is necessary to supply a current to the coil L1 of the pump relay 106, the drive circuit 10 is used as an output transistor for the P-channel MO.
When a high-side drive type drive circuit having an SFET is used, and a current must be drawn from the pump controller 114 side, the drive circuit 40 is replaced with a low-side drive type drive circuit having an NPN transistor as an output transistor. Just do it.

On the other hand, in the IC 62 of the above embodiment, the overheat detection circuit 18 and the overcurrent detection circuit 20 are added to the drive circuit 10, but both or one of the detection circuits 18, 20 may be deleted. . Then, both detection circuits 1
When deleting 8 and 20, the AND gate 22 can also be deleted. However, providing the overheat detection circuit 18 and the overcurrent detection circuit 20 is very advantageous in that the failure of the FET 12 can be prevented beforehand.

[Brief description of the drawings]

FIG. 1 is a configuration diagram illustrating a configuration of an IC for driving a fuel supply device according to an embodiment and a configuration of an electronic control unit of a vehicle in which a pump relay is mounted as an energizing unit that energizes a fuel pump motor.

FIG. 2 is a configuration diagram illustrating a configuration of a fuel supply device driving IC according to the embodiment and a configuration of an electronic control device of a vehicle in which a pump controller is mounted as an energizing unit that energizes a fuel pump motor.

FIG. 3 is an explanatory diagram for explaining one of the effects of the fuel supply device driving IC of the embodiment.

FIG. 4 is a configuration diagram illustrating an example of diverting the fuel supply device driving IC of the embodiment to injector driving.

FIG. 5 is a configuration diagram showing an example of a conventional configuration of a vehicle electronic control device and a fuel supply device driving IC used in the system in the case of a system configuration in which energization of a fuel pump motor is performed via a relay.

FIG. 6 is a configuration diagram showing an example of a conventional configuration of a vehicle electronic control device and a fuel supply device driving IC used in a system configuration in which a fuel pump motor is energized via a pump controller.

FIG. 7 shows a fuel supply device driving IC that can be applied to both a system configuration in which energization of the fuel pump motor is performed via a relay and a system configuration in which energization of the fuel pump motor is performed via a pump controller. FIG. 9 is a configuration diagram illustrating a conventional configuration example.

[Explanation of symbols]

2 ... microcomputer, 4 ... pump energization control circuit, 6 ... monitoring circuit, 10, 40 ... drive circuit, 12,94 ... N channel M
OSFET, 14, 95 ... Zener diode, 16,
44, 96: diode, 18: overheat detection circuit, 20:
Overcurrent detection circuit, 22, 70... 3-input AND gate, 6
6 ... 2 input AND gate, 24,97 ... buffer, 4
2, 74: PNP transistor, 50, 76: NPN transistor, R, 46, 48, 98: resistor, 60, 8
0,88 ... Vehicle electronic control device, 62 ... Fuel supply device driving IC, 64 ... Forced control circuit, 68,72 ... Inverter, 78 ... Meter unit, 82 ... VSV (vacuum switching valve), 90 ... Injector, 92 ... Injector drive circuit, 93 ... Backup circuit, 104
... Fuel pump motor, 106 ... Pump relay, 114 ...
Pump controller, H1 to H5 ... wiring in the vehicle, L1
L3: coil, Pa, Pf: output terminal, P1, P2: signal input terminal, P3: forced control signal output terminal

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3G084 BA13 DA13 DA21 DA24 DA28 EB22 EC01 EC03 FA00 FA33 FA36 9A001 BB05 HH34 JJ71 KK32

Claims (3)

[Claims] An electric power supply device for supplying fuel to an engine is supplied with electric power in response to an external driving signal to operate the fuel supply device. A control means for controlling the operation of the fuel supply device in accordance with an operation state of the engine, which is used in a vehicle equipped with one of two types of energizing means, one type of energizing means and a second type of energizing means. In response to the output control signal and the instruction signal indicating the operation state of the fuel supply device, which is given independently of the operation state of the engine and gives priority to the control signal, A fuel supply device driving IC for supplying a driving signal suitable for the energizing means to an energizing means actually mounted on the vehicle, and receiving a control signal from the control means; A first signal input terminal and a second signal input terminal that are independent of each other, and a signal input to the first signal input terminal is output from the two types of energizing means. A first drive circuit capable of converting and outputting a drive signal suitable for the first type energizing means, and a first drive circuit for outputting an output of the first drive circuit to the outside of the IC. And a signal input to the second signal input terminal can be converted into a driving signal suitable for the second type of energizing means of the two types of energizing means and output. A second drive circuit, a second signal output terminal for outputting the output of the second drive circuit to the outside of the IC, and the control signal when the instruction signal is provided from outside the IC. To the operation state indicated by the instruction signal. A forced control circuit for generating a forced control signal for fixing to a corresponding logic level, and a forced control signal output terminal for outputting the forced control signal generated by the forced control circuit to the outside of the IC. I for driving a fuel supply device
C. 2. The fuel supply device driving I according to claim 1,
C, when a forced operation instruction signal indicating that the fuel supply device is forcibly operated is given as the instruction signal, the forced control circuit changes the logic level of the control signal to the forced control signal. A signal for fixing the active level of the fuel supply device to an active level is generated, and when the forced stop instruction signal indicating that the operation of the fuel supply device is forcibly stopped is given as the instruction signal, the forcible control is performed. A fuel supply device driving IC configured to generate, as a signal, a signal for fixing a logic level of the control signal to a passive level at which the fuel supply device does not operate. 3. The method of using the fuel supply device driving IC according to claim 1, wherein the energizing means mounted on the vehicle is the first type energizing means. A control signal from the control means is input to the first signal input terminal of the first signal input terminal and the second signal input terminal, and a drive signal is supplied to the first type current supply means. The first signal output terminal is connected to a signal path for supplying a signal, and the first signal input terminal and the forcible control signal output terminal are connected to the fuel supply device driving I / O.
C, a driving signal suitable for the first type energizing means and corresponding to the control signal and the instruction signal is transmitted from the first signal output terminal to the first type energizing means. And the second signal input terminal, the second drive circuit,
And the second signal output terminal is used for operating a controlled object other than the fuel supply device, and when the energizing means mounted on the vehicle is the second type energizing means, Out of the signal input terminal and the second signal input terminal, a control signal from the control means is input to the second signal input terminal, and a driving signal is supplied to the second type energizing means. The second signal output terminal is connected to a signal path for performing the above operation, and the second signal input terminal and the forced control signal output terminal are connected to the fuel supply device driving I / O.
C, a driving signal suitable for the second type energizing means and according to the control signal and the instruction signal is transmitted from the second signal output terminal to the second type energizing means. And the first signal input terminal, the first drive circuit,
And using the first signal output terminal to operate a control target other than the fuel supply device.