JP5340469B1 - Electronic control device for internal combustion engine - Google Patents

Abstract

An electronic control unit for an internal combustion engine, which is miniaturized, is obtained by providing an electronic control unit only with a minimum necessary sensor signal processing and a minimum required actuator drive function.
An electronic control unit for controlling an engine, and a fuel pump module including a fuel pump module substrate having a brushless motor as a power source and a drive control circuit for the brushless motor. A part of both the engine control sensor signal input circuit and the engine control actuator drive circuit are mounted on the fuel pump module board 2 and mounted on the CPU of the electronic control unit 1 and the fuel pump module board 2. Communication is performed with the CPU to be transmitted, and information is transmitted.
[Selection] Figure 1

Description

  The present invention relates to an electronic control device for an internal combustion engine, and more particularly to an electronic control device for an internal combustion engine in a small two-wheeled vehicle.

  In recent years, fuel pumps using a brushless motor as a power source have been put into practical use and have begun to be adopted in small motorcycles. When a brushless motor is used as a power source, it is necessary to detect the timing for switching the current to the rotor and to supply a drive circuit for a three-phase winding. For example, Japanese Patent Application Laid-Open No. 2012-102624 (Patent Document 1) There has been proposed a fuel supply device in which an electronic control board on which the above circuit is mounted is mounted on a fuel pump module.

  In a small two-wheeled vehicle, the engine control unit has often been the only part equipped with an electronic control board. Therefore, most sensor signal processing and actuator drive control are performed by signal processing circuit components and drive control circuit components mounted on the engine control unit, and these circuit components are controlled by the CPU of the engine control unit.

JP 2012-102624 A

  However, when many signal processing circuit components and drive control circuit components are mounted on the electronic control unit, there is a problem that the electronic control unit becomes large. In other words, many sensors that input signals to the electronic control unit or actuators that are driven and controlled by the electronic control unit are arranged in the vicinity of the engine or the engine. In order to reduce the weight of these wirings, An electronic control unit is preferably arranged. However, the ambient temperature is high in the vicinity of the engine. If many signal processing circuit components and drive control circuit components are mounted on the electronic control unit, the electronic control unit requires heat dissipation measures for the circuit components, resulting in high costs. The electronic control unit becomes larger. For this reason, there is a problem that it is difficult to arrange the electronic control unit in the vicinity of the engine where the mounting space is limited.

  An object of the present invention is to solve such a problem, and is an internal combustion engine that is miniaturized by providing an electronic control unit with only the minimum necessary sensor signal processing and the minimum necessary actuator drive function. An object of the present invention is to provide an electronic control device for an engine.

An electronic control unit for an internal combustion engine according to the present invention includes an electronic control unit for controlling the engine, and a fuel pump including a brushless motor as a power source and a fuel pump module substrate on which the drive control circuit for the brushless motor is mounted. A part of both an engine control sensor signal input circuit and an engine control actuator drive circuit mounted on the fuel pump module board, and the electronic control unit CPU and the fuel In an electronic control unit for an internal combustion engine that performs communication with a CPU mounted on a pump module board and transmits information, an input circuit for the control sensor signal that needs to capture a signal corresponding to the crank angle of the engine And the control action that requires drive control corresponding to the crank angle of the engine. Drive circuit Yueta is mounted on the electronic control unit is a drive circuit of the actuator is not necessary to control the drive in response to the crank angle of the engine intended to be mounted on the fuel pump module substrate.

According to the electronic control device of the present invention, the electronic control unit can be miniaturized by focusing on the minimum functions, and can be arranged near the engine having a high environmental temperature.

It is a figure which shows the electronic control apparatus of the internal combustion engine which concerns on Embodiment 1 of this invention. It is a figure which shows the electronic controller of the internal combustion engine which concerns on Embodiment 2 of this invention. It is a figure which shows the electronic control apparatus of the internal combustion engine which concerns on Embodiment 3 of this invention. It is a figure which shows the example of the mounting position of the fuel tank and engine in a small two-wheeled vehicle.

  A preferred embodiment of an electronic control device for an internal combustion engine according to the present invention will be described below with reference to the drawings. In addition, although the case where this invention is applied to a small two-wheeled vehicle is demonstrated, it is not limited to this, It can apply also to another vehicle.

Embodiment 1 FIG.
Before describing the internal combustion engine electronic control apparatus according to Embodiment 1 of the present invention, first, the fuel tank and engine mounting positions in a small motorcycle will be described.
There are mainly scooter type vehicles and moped type vehicles in small motorcycles. In the scooter type vehicle, the engine is disposed under the seat, and the fuel tank is often disposed at the driver's feet away from the engine. Further, in the moped type vehicle, the engine is disposed at the driver's foot, and the fuel tank is often disposed under the seat away from the engine.

  FIG. 4 is a view showing a mounting position of a fuel tank and an engine in a scooter type small two-wheeled vehicle. In FIG. 4, reference numeral 40 denotes a scooter type small two-wheeled vehicle. The fuel tank 41 of the small two-wheeled vehicle 40 is disposed at the driver's foot, and a fuel pump module (not shown) is mounted on the fuel tank 41. The engine 42 is disposed under the seat 43, and an electronic control unit (not shown) is mounted in the vicinity of the engine 42.

Next, an internal combustion engine electronic control apparatus according to Embodiment 1 of the present invention will be described. FIG. 1 is a diagram showing an electronic control device for an internal combustion engine according to Embodiment 1, and more specifically, a connection diagram of the electronic control device.
In FIG. 1, reference numeral 1 denotes an electronic control unit (hereinafter referred to as an ECU), and the ECU 1 is disposed in the vicinity of an engine (not shown). Since ECU1 is arrange | positioned in the vicinity of the engine which is a heat generating body, it is necessary to endure high environmental temperature. The fuel pump module substrate 2 includes a drive control circuit for the brushless motor 3 and is provided in a fuel pump module (not shown). The fuel pump module is attached to a fuel tank (not shown). The fuel tank is disposed away from the engine that is a heating element, and the fuel pump module substrate 2 is provided at a part where the environmental temperature is lower than that of the ECU 1.

  The ECU 1 includes a crank angle sensor 4 for detecting the rotation angle of the crankshaft of the engine, an intake pressure sensor 5 for detecting the intake pipe pressure of the engine, a fall sensor 6 for detecting the rollover of the small two-wheeled vehicle, and an opening degree of the engine throttle valve. A signal from the throttle sensor 7 is detected. The ECU 1 is connected to an ignition coil 8 that generates a high voltage for igniting the air-fuel mixture in the engine cylinder, and an injector 9 that injects fuel into the engine cylinder. These actuators are controlled based on the information of 4-7.

  Further, the power of the ECU 1 is supplied from the power input terminal 10a. As the engine rotates, the AC generator 11 generates power, and the regulator / rectifier 12 performs smoothing and voltage adjustment. The smoothed and voltage-adjusted voltage is charged to the battery 13 and the ECU 1, fuel pump module board 2, ignition coil 8, injector 9, O2 sensor heater 15, diagnostic lamp 16, and others via the ignition switch 14. Supplied to the actuator. Further, the ECU 1 includes a power source / GND terminal, a CAN communication terminal, and a GND terminal for each of the sensors 4 to 7.

  Signals from the machine temperature sensor 17, the intake air temperature sensor 18, the O2 sensor 19, the fuel level sensor 20, and the diagnosis switch 21 are input to the fuel pump module substrate 2. The fuel pump module board 2 includes an ISC stepping motor 22 (stepping motor that opens and closes a valve of an idle speed controller (ISC) that adjusts the intake air amount when the engine is idling), an O2 sensor heater 15, The diagnostic lamp 16, the fuel level gauge 23, and the brushless motor 3 are connected, and the CPU mounted on the fuel pump module substrate 2 controls these actuators based on the information of the sensors 17-20. Further, the fuel pump module substrate 2 is provided with a GND terminal, a CAN communication terminal, and a GND terminal of each of the sensors 17 to 20. Note that the CAN communication line 24 performs CAN communication between the ECU 1 and the fuel pump module substrate 2 to transmit information.

The electronic control device for an internal combustion engine according to Embodiment 1 is configured as described above, and the operation thereof will be described next.
In order to reduce the size of the ECU 1, only sensor signals that need to be captured in real time in order to operate the engine are input to the ECU 1. Further, the ECU 1 drives only an actuator that needs to be driven in real time. Specifically, at least three sensor signals to be input to the ECU 1 are required: a signal from the crank angle sensor 4, a signal from the intake pressure sensor 5, and a signal from the throttle sensor 7.

  In order to use it as control reference position information for engine ignition control and fuel injection control, it is necessary for the ECU 1 to directly capture the crank angle sensor signal. In addition, in order to immediately determine the asynchronous injection associated with the calculation of the fuel injection amount, acceleration / deceleration, etc., it is necessary to immediately detect with the throttle sensor signal when the throttle opening changes. Therefore, it is necessary for the ECU 1 to directly capture the throttle sensor signal. Further, since it is necessary to capture a sensor signal synchronized with the crank angle, and to immediately detect the change of the engine state and change the fuel injection amount, the intake pressure sensor signal is directly input by the ECU 1. It is necessary to capture.

  As an actuator driven by the ECU 1, at least two of an ignition coil 8 and an injector 9 are necessary. Since the ignition coil 8 performs an ignition operation (stopping energization of the ignition coil 8) at a target ignition timing based on each reference crank angle detected by the crank angle sensor 4, the ECU 1 needs to be directly driven. It is. Also, in order to start energization at the start timing of energization to the ignition coil 8 that is calculated by calculating back the necessary energization time from the ignition timing, the ignition coil 8 is driven directly by the ECU 1 in order to start the energization start based on the crank angle. is necessary.

  Similarly to the ignition coil 8, the injector 9 must start and complete the injection at the timing synchronized with the crank position, so the ECU 1 needs to drive the injector 9 directly.

  In addition, since these sensors 4 to 7, the ignition coil 8, and the injector 9 are components mounted on the engine, the direct connection to the ECU 1 has an effect that the wiring can be shortened.

  On the other hand, the fall sensor 6 is not necessarily arranged in the vicinity of the engine, but it is necessary to supply sensor power, and it is preferable to supply sensor power from the ECU 1 and input a signal to the ECU 1. Not only the fall sensor 6 but also a sensor that needs to be supplied with sensor power supplies a signal to either the ECU 1 or the fuel pump module board 2, and the sensor power circuit and sensor power supply terminal are connected to the ECU 1 or the fuel pump module board 2. It is better to prepare for only one of them.

  Further, the ECU 1 requires the power input terminal 10a, the GND terminal, and the CAN communication line 24. In the configuration shown in FIG. 1, the number of connector terminals of the ECU 1 is 13, and the conventional ECU has the number of connector terminals. Therefore, it is possible to reduce the size of the conventional ECU.

On the other hand, the fuel pump module substrate 2 is equipped with the following functions.
(1) Drive function of brushless motor 3 (2) Drive function of ISC stepping motor 22 (3) Drive function of O2 sensor heater 15 (4) Drive function of diagnostic lamp 16 (5) Drive function of fuel level gauge 23 (6) ) Signal processing of machine temperature sensor 17 (7) Signal processing of intake air temperature sensor 18 (8) Signal processing of O2 sensor 19 (9) Signal processing of fuel level sensor 20 (10) Signal processing of diagnostic switch 21 Of these, brushless The drive function of the motor 3, the drive function of the fuel level gauge 23, and the signal processing of the fuel level sensor 20 are the original functions of the fuel pump module and should be mounted on the fuel pump module substrate 2.

  The rotational speed of the brushless motor 3 is determined based on the amount of fuel consumed by the engine, and the CPU of the ECU 1 issues a rotational speed command to the fuel pump module via the CAN communication line 24, and the CPU mounted on the fuel pump module substrate 2 is commanded. The brushless motor 3 is energized and controlled so that the rotation speed becomes the same. The CPU mounted on the fuel pump module substrate 2 receives a signal from the fuel level sensor 20, and drives a fuel level gauge 23 in a meter (not shown) based on the input signal.

  Further, the driving of the ISC stepping motor 22 and the driving of the O2 sensor heater 15 do not have to be controlled according to the crank angle in particular, and since a relatively large current is applied, heat is generated when the driving circuit is mounted on the ECU 1. It is likely to be a problem. These actuators are driven by providing a drive circuit on the fuel pump module substrate 2 in the fuel pump module whose environmental temperature is lower than that of the ECU 1. A command for driving the ISC stepping motor 22 and position learning is instructed from the ECU 1 via the CAN communication line 24, and the ON / OFF of the energization duty of the O2 sensor heater 15 and the energization itself is also transmitted from the ECU 1 to the CAN communication line. 24 via command.

In the present embodiment, the failure lamp driving function and the diagnosis switch signal processing are managed by the CPU mounted on the fuel pump module substrate 2 and recorded in the nonvolatile memory mounted on the fuel pump module substrate 2. . Then, switch signal processing and lamp driving are performed on the fuel pump module substrate 2. Needless to say, the recording and display of the failure determination information need not be performed in real time according to the crank angle. Further, failure determination information of sensors and actuators connected to the ECU 1 is transmitted to the CPU mounted on the fuel pump module substrate 2 via the CAN communication line 24, and the fuel pump module substrate 2
Is recorded in a non-volatile memory mounted on the computer.

  The sensor signals of the machine temperature sensor 17, the intake air temperature sensor 18, and the O2 sensor 19 do not need to be taken in particularly in accordance with the crank angle, and therefore are mounted on the fuel pump module substrate 2 in the present embodiment. The CPU captures a signal and transmits it to the CPU of the ECU 1 via the CAN communication line 24. The CPU of the ECU 1 corrects the ignition timing and fuel injection.

  In addition, the fuel pump module board 2 requires a power input terminal 10b, a GND terminal, and a CAN communication line 24. In the configuration shown in FIG. 1, the number of terminals of the fuel pump module board 2 is 21 terminals. . However, since the brushless motor 3 and the fuel level sensor 20 are wired inside the fuel pump module, the number of connector terminals of the fuel pump module is 17 terminals.

  As for the machine temperature sensor 17, the intake air temperature sensor 18, and the O2 sensor 19, the circuit scale of these sensor input circuits is not large, and the heat generated by the electronic components used in these sensor signal input circuits is also small. May be. Since these sensors 17 to 19 are mounted on the engine, wiring to the ECU 1 can be shortened. When these sensor signals are input to the ECU 1, the number of connector terminals of the ECU 1 is 16, and the number of connector terminals of the fuel pump module is 14. Whether the sensor signal processing is performed by the ECU 1 or the fuel pump module substrate 2 may be determined by the balance of the number of terminals of each connector of the ECU 1 and the fuel pump module.

  In the first embodiment, only the sensors and actuators shown in FIG. 1 are considered. However, when there are sensors and actuators not shown in FIG. 1, the arrangement may be determined based on the above-described concept. That is, the sensor input circuit that needs to perform input processing in real time according to the engine rotation (crank angle) and the actuator drive circuit that needs to perform drive control in real time according to the engine rotation are arranged in the ECU 1. . An actuator drive circuit that does not need to perform drive control according to the rotation of the engine is disposed on the fuel pump module substrate 2.

  In addition, an input circuit of a sensor that requires a sensor power supply is disposed on either the ECU 1 or the fuel pump module substrate 2. The input circuit of the sensor that does not need to perform input processing in accordance with the rotation of the engine may be arranged in either the ECU 1 or the fuel pump module board 2, but it is arranged as close to the sensor as possible to shorten the wiring. Should.

  As described above, according to the electronic control device for an internal combustion engine according to the first embodiment, the ECU 1 can be reduced in size by reducing the minimum function and the number of heat-generating parts can be reduced. Arrangement is also possible. In many vehicles, the fuel pump module is mounted on a fuel tank installed at a position away from the engine that is a heating element, and the environmental temperature is lower than that in the vicinity of the engine. If a good actuator drive circuit is mounted on the fuel pump module substrate 2, it becomes easy to use the electronic components within the guaranteed temperature. Furthermore, it is possible to effectively utilize the space where the fuel pump module substrate 2 can be mounted.

Embodiment 2. FIG.
Next, an internal combustion engine electronic control apparatus according to Embodiment 2 of the present invention will be described. FIG. 2 is a diagram illustrating an electronic control device for an internal combustion engine according to the second embodiment, and more specifically, a connection diagram of the electronic control device.
The electronic control device for an internal combustion engine according to the second embodiment includes a point that the machine temperature sensor 17, the intake air temperature sensor 18, and the O2 sensor 19 are connected to the ECU 1, and a power supply method for the ECU 1 and the fuel pump module substrate 2. Other than the first embodiment, other configurations are the same as those of the first embodiment. Accordingly, the second embodiment shown in FIG. 2 is assigned the same reference numeral as the first embodiment shown in FIG.

  In the internal combustion engine electronic control apparatus according to the second embodiment, the AC generator 11 generates power as the engine rotates, and the regulator / rectifier 12 performs smoothing and voltage adjustment. The smoothed and voltage-adjusted voltage is charged to the battery 13 and supplied to the ECU 1, ignition coil 8, injector 9, O2 sensor heater 15, diagnostic lamp 16, and other actuators via the ignition switch 14. .

  A power supply circuit is connected to the power supply terminal 10a of the ECU 1, and normally a diode for preventing backflow when a power supply / GND is reversely connected and a surge voltage are clamped, and an overvoltage is applied to the internal circuit. It incorporates a surge protection element that prevents the power supply and a capacitor that holds the power supply so that the CPU does not reset when the power supply line is momentarily disconnected. These protection / holding circuits are not mounted on both the ECU 1 and the fuel pump module board 2, but are mounted only on the ECU 1 in this embodiment. The power output terminal 25 outputs a power line after protection and holding, and connects this to the power input terminal 10b of the fuel pump module substrate 2.

  As a result, the circuit components for protecting and holding the power supply are mounted only on the ECU 1 and not on the fuel pump module board 2, so that the cost can be reduced compared to the case where both are mounted on the fuel pump module board 2. There is an effect that can be achieved.

  Contrary to the present embodiment, circuit components for protecting and holding the power supply are mounted only on the fuel pump module board 2 and the power line after protection and holding is output from the fuel pump module board 2 to the ECU 1. Also good.

Embodiment 3 FIG.
Next, an electronic control device for an internal combustion engine according to Embodiment 3 will be described. FIG. 3 is a diagram illustrating an electronic control device for an internal combustion engine according to the third embodiment, and more specifically, a connection diagram of the electronic control device.
The electronic control device for an internal combustion engine according to the third embodiment is different from the second embodiment only in that the O2 sensor 19 is connected to the fuel pump module substrate 2 instead of the ECU 1, and other configurations are the same as those in the second embodiment. Same as 2. Accordingly, the third embodiment shown in FIG. 3 is assigned the same reference numeral as that of the second embodiment in FIG.

  As in the first embodiment, the failure determination information is managed by the CPU mounted on the fuel pump module substrate 2 in the fuel pump module, and recorded in the nonvolatile memory mounted on the fuel pump module substrate 2. Further, failure determination of the sensors and actuators connected to the ECU 1 is performed by the CPU of the ECU 1, and failure determination information is transmitted to the CPU mounted on the fuel pump module substrate 2 via the CAN communication line 24, and the fuel pump The data is recorded in a nonvolatile memory mounted on the module substrate 2.

  For example, when there is no information transmission by CAN communication from the ECU 1 for a certain period of time, the CPU mounted on the fuel pump module substrate 2 determines that CAN communication has failed and turns on the diagnostic lamp 16. When the CAN communication fails, the ECU 1 cannot obtain the information of the O2 sensor 19, so that the fuel injection feedback control based on the information of the O2 sensor 19 cannot be executed, and the fuel injection control is executed by open loop control.

  Further, the drive step command of the ISC stepping motor 22 cannot be transmitted from the ECU 1 to the CPU mounted on the fuel pump module substrate 2, and the drive step of the ISC stepping motor 22 is a predetermined number of drive steps at the time of CAN communication failure. Fixed. A command for driving / stopping the O2 sensor heater 15 cannot be transmitted from the ECU 1 to the CPU mounted on the fuel pump module substrate 2, but the O2 sensor heater 15 is fixed when the CAN communication fails. By these measures, the ECU 1 can operate the engine at least even when CAN communication failure occurs.

  In addition to these, a problem when CAN communication fails is when the small motorcycle falls. Based on the signal from the fall sensor 6, the CPU of the ECU 1 determines that the small motorcycle has fallen. If the overturning determination is made, there is a risk of ignition of the fuel leaked due to the overturning damage of the small two-wheeled vehicle. Normally, the drive of the injector 9 is stopped and the operation of the fuel pump is stopped, so the brushless motor 3 is not stopped. must not. However, when CAN communication is out of order, the fall determination cannot be transmitted from the CPU of the ECU 1 to the CPU mounted on the fuel pump module substrate 2. Therefore, the CPU mounted on the fuel pump module substrate 2 cannot determine the fall of the small two-wheeled vehicle and cannot stop the brushless motor 3.

  In such a case, the fall is determined based on the signal of the O2 sensor 19. The CPU of the ECU 1 makes a fall determination based on the signal from the fall sensor 6 and stops the injector 9. Therefore, fuel is not injected, and the signal of the O2 sensor 19 continuously indicates a lean value. Therefore, when the signal of the O2 sensor 19 continuously indicates a lean value for a predetermined time or more at the time of CAN communication failure, the CPU mounted on the fuel pump module substrate 2 can determine the fall of the small motorcycle. In this case, the CPU mounted on the fuel pump module substrate 2 stops driving the brushless motor 3.

  The reason why the O2 sensor heater 15 is fixedly driven when the CAN communication fails is because it is determined whether or not the O2 sensor 19 has fallen on the basis of the signal of the O2 sensor 19, so that the O2 sensor 19 must not be deactivated. .

  In addition, as a method of stopping the brushless motor 3 when a CAN communication failure occurs and falls, a switching element is provided between the power supply circuit of the ECU 1 and the power output terminal 25, and the switching element is turned on when the CPU of the ECU 1 makes a fall determination. It is also possible to make it non-conductive and eliminate the supply of power to the fuel pump module substrate 2. In this case, the O2 sensor 19 signal may be input to the ECU 1.

  In addition, since the driving element of the ISC stepping motor 22 and the driving element of the O2 sensor heater 15 which are heat generating components are mounted on the fuel pump module substrate 2 in the fuel pump module having a low environmental temperature, the driving element is operated within the guaranteed operating temperature. If the temperature of the drive element does not fall within the guaranteed operating temperature, the member with high thermal conductivity and insulation between the drive element and the terminal connected to the brushless motor 3 can be used. To dissipate heat from the motor winding to the fuel. In addition, the fuel pump module substrate 2 in the fuel pump module is covered with a cover made of a material having a high thermal conductivity, and a member having a high thermal conductivity and an insulating property is disposed between the drive element and the cover, and the periphery of the fuel pump module. It is also possible to dissipate heat to this gas.

  As described above, the first to third embodiments of the present invention have been described. However, within the scope of the present invention, the embodiments can be freely combined, and the embodiments can be appropriately modified or omitted. Is possible.

1 electronic control unit (ECU), 2 fuel pump module board, 3 brushless motor, 4 crank angle sensor, 5 intake pressure sensor, 6 fall sensor, 7 throttle sensor, 8 ignition coil, 9 injector, 10a, 10b power input terminal, 11 AC generator, 12 regulator / rectifier, 13 battery, 14 ignition switch, 15 O2 sensor heater, 16 diagnostic lamp, 17 machine temperature sensor, 18 intake air temperature sensor, 19 O2 sensor, 20 fuel level sensor, 21 diagnostic switch, 22 ISC stepping motor, 23 Fuel level gauge, 24 CAN communication line, 25 Power output terminal, 40 Small motorcycle, 41 Fuel tank, 42 Engine, 43 Seat

Claims (3)

An electronic control unit for controlling the engine, and a fuel pump module including a brushless motor as a power source and a fuel pump module substrate on which the drive control circuit for the brushless motor is mounted,
A part of both the engine control sensor signal input circuit and the engine control actuator drive circuit are mounted on the fuel pump module board,
In the electronic control unit of the internal combustion engine that performs communication between the CPU of the electronic control unit and the CPU mounted on the fuel pump module substrate ,
The control sensor signal input circuit that needs to capture a signal corresponding to the crank angle of the engine and the drive circuit of the control actuator that requires drive control corresponding to the crank angle of the engine are the electronic control Mounted on the unit ,
An electronic control device for an internal combustion engine, wherein an actuator drive circuit that does not need to be driven and controlled according to the crank angle of the engine is mounted on the fuel pump module board . The failure determination information of the sensor and the actuator is managed by a CPU mounted on the fuel pump module substrate, and is recorded in a nonvolatile memory mounted on the fuel pump module substrate. Electronic control device for internal combustion engine. A power supply protection circuit and a power supply smoothing circuit are provided, and the power supply protection circuit and the power supply smoothing circuit are provided in either the electronic control unit or the fuel pump module substrate. Item 3. The electronic control device for an internal combustion engine according to Item 1 or 2.