Device for stopping sudden unintended acceleration

Abstract

The present invention relates to a device for stopping sudden unintended acceleration of an automatic transmission vehicle. The present invention provides a device for stopping sudden unintended acceleration, the device comprising: a shutdown switch installed at a position in a vehicle cabin so as to be operable by a driver; a control unit which receives an operation signal of the shutdown switch from the driver and generates a reset signal; and a reset switch which is installed between a vehicle power source unit and an engine ECU to supply power supplied from the vehicle power source unit to the engine ECU, and resets the engine ECU when the reset signal is input during the power supply. According to the present invention, the device for stopping sudden unintended acceleration can be implemented with a small number of circuit components and operated independently of an in-vehicle communication network so as to stably stop sudden unintended acceleration of a vehicle.

Description

Sudden acceleration arrest device

[0001] The present invention relates to a device for stopping sudden acceleration of an automatic transmission vehicle, and more specifically, to a device for stopping sudden acceleration that detects sudden acceleration of a vehicle and provides a shutdown switch that a driver can directly press, and that can reset an engine ECU when the driver presses the shutdown switch.

[0002] Modern automobiles are equipped with a complex array of electronic systems, offering convenience and energy savings. The amount of signal processing and critical data required to be processed simultaneously is steadily increasing. All this data must be complementary, making data connectivity crucial.

[0003] Nonetheless, a significant number of sudden acceleration accidents are occurring in modern cars equipped with intelligent electronic systems, indicating that centralized ECUs are having problems handling these issues.

[0004] Even experienced drivers can lose control of their vehicles when they suddenly accelerate. Sudden acceleration can leave drivers in a panic, unable to adjust the gear lever or even turn off the engine, leading to serious accidents.

[0005] The present invention has arisen due to the above-mentioned need, and the purpose of the present invention is to provide a sudden acceleration stopping device equipped with a shutdown switch capable of resetting a vehicle engine ECU when a sudden acceleration of a vehicle occurs, and a method for installing the device.

[0006] The object of the present invention is to provide a device for stopping sudden acceleration of a vehicle having a vehicle power supply for supplying power to the vehicle, an engine ECU for controlling an engine, an engine ECU fuse installed between the vehicle power supply and the engine ECU, and a fuse box having a plurality of slots for inserting a plurality of fuses including the engine ECU fuse, wherein - the fuse box is provided with an engine ECU fuse input slot and an engine ECU fuse output slot for inserting an engine ECU fuse - a shutdown switch installed at a position operable by a driver in a vehicle cabin and generating a shutdown operation signal when operated by the driver, a control unit for receiving the shutdown operation signal from the shutdown switch and generating a reset signal for a first time, a reset switch installed between the vehicle power supply and the engine ECU and connecting the engine ECU fuse input slot and the engine ECU fuse output slot through the engine ECU fuse while the reset signal is not applied and resetting the engine ECU to the engine ECU when the reset signal is applied, and a device power supply unit for supplying power to the control unit and the reset switch after receiving power from the vehicle. And it is achievable by a sudden acceleration arrest device characterized by including an input dummy terminal inserted into an engine ECU fuse input slot, an output dummy terminal inserted into an engine ECU fuse output slot, a second external connection line connected to one end of a reset switch, a third external connection line connected to the other end of the reset switch, and a third fuse holder including a dummy slot installed between the input dummy terminal and the second external connection line or between the output dummy terminal and the third external connection line and into which an engine ECU fuse is inserted.

[0007] The sudden acceleration arrest device according to the present invention can be provided as an aftermarket product and is installed and operated independently from the vehicle's internal communication network, thereby stably preventing sudden vehicle acceleration.

[0008] The sudden acceleration arrest device according to the present invention provides a shutdown switch that allows the driver to voluntarily reset the engine ECU, and when the driver determines that the vehicle has suddenly accelerated, pressing the shutdown switch allows only the engine ECU to be reset while maintaining the normal operating status of other ECUs provided in the vehicle. Therefore, the sudden acceleration arrest device according to the present invention allows steering and braking to be performed even during sudden acceleration, thereby enabling the driver to safely stop the vehicle.

[0009] Figure 1 is a diagram of an in-vehicle communication network including a gateway and an ECU connection diagram connected thereto.

[0010] Figure 2 is a configuration diagram of a sudden acceleration stopping device according to one embodiment of the present invention.

[0011] Figure 3 is an operation flow diagram of the sudden acceleration stopping device presented in Figure 2.

[0012] Figure 4 is a schematic diagram of how electricity is supplied to each component of an internal combustion engine vehicle equipped with an engine.

[0013] Figure 5 is a fuse box layout diagram equipped in a Chevrolet Malibu vehicle.

[0014] Figure 6 is a configuration diagram of an engine ECU fuse inserted into a fuse box and a slot provided in the fuse box.

[0015] Figure 7 is a configuration diagram of the first fuse holder and the second fuse holder used in the sudden acceleration stopping device according to the present invention.

[0016] Figure 8 is a configuration diagram of a first fuse holder according to one embodiment of the present invention.

[0017] Figure 9 is a configuration diagram of a first fuse holder (10) according to one embodiment of the present invention and a connection diagram explaining the connection to the device power supply.

[0018] Figure 10 is a configuration diagram of a second fuse holder according to one embodiment of the present invention.

[0019] Figure 11 is a configuration diagram of a third fuse holder according to one embodiment of the present invention.

[0020] Fig. 12 is a configuration diagram of a third fuse holder according to one embodiment of the present invention.

[0021] Figure 13 is an exemplary implementation diagram of a sudden acceleration stopping device according to the present invention.

[0022] FIG. 14 is a configuration diagram for explaining the connection state of the third fuse holder and reset switch constituting the sudden acceleration stop device according to the present invention shown in FIG. 13 with the fuse box.

[0023] Fig. 15 is an equivalent circuit diagram of Fig. 14.

[0024] Fig. 16 is a schematic diagram for explaining the connection status of the reset switch and the fuse box when the third fuse holder is inserted into the fuse box in the opposite direction to Fig. 14.

[0025] Fig. 17 is an equivalent circuit diagram of Fig. 16.

[0026] Figure 18 is a configuration diagram of a third fuse holder and reset switch according to one embodiment of the present invention.

[0027] FIG. 19 is a flowchart illustrating a method of installing the sudden acceleration arrest device shown in FIG. 13 on a vehicle.

[0028] Figure 20 is a diagram showing a state in which a body integrated part according to one embodiment of the present invention is installed in a vehicle.

[0029] Fig. 21 is a state diagram showing the first fuse holder and the third fuse holder inserted into the fuse box slot in the opposite direction to Fig. 20.

[0030] Figure 22 is a diagram showing a state in which a body integration unit according to one embodiment of the present invention is installed in a vehicle having multiple engine ECUs.

[0031]

[0032] - Explanation of drawing symbols -

[0033] 10: First fuse holder 11: First fuse holder body

[0034] 11a: First fuse holder, first body part 11b: First fuse holder, second body part

[0035] 11c: 1st fuse holder 3rd body part 13a: 1st fuse holder input dummy slot

[0036] 13b: Output dummy slot of the first fuse holder 15a: Input dummy terminal of the first fuse holder

[0037] 15b: Output dummy terminal of the first fuse holder 16: First external connection line

[0038] 17a: 1st + connecting wire of the 1st fuse holder 17b: 1st - connecting wire of the 1st fuse holder

[0039] 18: 4th external connection line

[0040] 19: Third connecting wire

[0041] 26: Second external connection line 27: Third external connection line

[0042] 28: Grounding wire

[0043] 30: Combined fuse holder 31: Body

[0044] 50: Third fuse holder 51: Third fuse holder body

[0045] 51a: Third fuse holder first body part 51b: Third fuse holder second body part

[0046] 53a: Input dummy slot of the third fuse holder 53b: Output dummy slot of the third fuse holder

[0047] 55a: Input dummy terminal of the third fuse holder 55b: Output dummy terminal of the third fuse holder

[0048] 57: Connecting wire

[0049] 100: Sudden acceleration arrest device

[0050] 110: Main body integrated part 120: Main body part

[0051] 121: Control unit 123: Wireless receiver

[0052] 125: Device power supply

[0053] 127: Reset switch 127a: First reset switch

[0054] 127b: Second reset switch 127c: Third reset switch

[0055] 140: Display 150: Shutdown switch

[0056] 180: Main fuse 190: Fuse box

[0057] 190a: 1st fuse 190b: 2nd fuse

[0058] 190b+: Engine ECU fuse input terminal 190b-: Engine ECU fuse output terminal

[0059] 191a: Engine ECU fuse input slot 191b: Engine ECU fuse output slot

[0060] 193a: First connecting wire 193b: Second connecting wire

[0061] 200: Car

[0062] 230: Vehicle power supply 231: Main battery

[0063] 233: Generator 235: Auxiliary battery

[0064] 237: Fuel pump 239: Engine ECU

[0065] 245: Emergency lights

[0066] c: control terminal

[0067] NC: 1st output terminal (Normally Closed)

[0068] NO: Second output terminal (Normally Open)

[0069] com: common terminal

[0070] ①, ⓐ: Reset signal

[0071] ②: Shutdown switch press signal

[0072] ③: Warning signal

[0073]

[0074]

[0075] So far, vehicle manufacturers and experts have proposed various methods and systems to detect or prevent sudden acceleration, but it has been determined that they are not properly preventing it because they are attempting to control it using the vehicle's internal communication network.

[0076] To ensure vehicle safety and driver convenience, vehicles are equipped with multiple Electronic Control Units (ECUs). These ECUs communicate via the Controller Area Network (CAN) protocol, a representative in-vehicle communication network. ECUs are wired to the CAN bus and transmit and receive messages via broadcast.

[0077] Vehicles are equipped with many ECUs (Electronic Control Units). All electronically controlled functions, such as smart keys, digital dashboards, ABS brakes, automatic headlights, automatic air conditioning, engine control, and cruise control, are controlled by their own ECUs. Numerous ECUs are used, including the ECM (Engine Control Module) that controls the engine, the BCM (Brake Control Module) that controls the brakes, and the ACU (Airbag Control Unit) that controls the airbags. The ECU that controls the engine is referred to as the ECM. The more accurate name is the EMS ECU (Engine Management System Electronic Control Unit), but it is abbreviated as ECU or ECM. In the present invention, it is referred to as the 'engine ECU' to distinguish it from the ECU that controls other devices.

[0078] Since vehicles use a large number of ECUs, the amount of data has increased compared to before. In order to process this large amount of data and improve communication speed, multiple CAN buses are separated and communicated using a gateway, as shown in Fig. 1. The separated CAN buses are called CAN channels. Generally, they can be classified into a C-CAN (Chassis CAN) channel through which ECUs in charge of the chassis communicate, a P-CAN (Powertrain CAN) channel through which ECUs related to the powertrain are connected, and a B-CAN (Body CAN) channel through which ECUs related to the body are connected. As shown in Fig. 1, multiple input devices (e.g., APS, TPS (Throttle Position Sensor)) and output devices (e.g., hydraulic pump) are connected to the vehicle's internal communication network to detect or control the status of the vehicle.

[0079] In the present invention, for the convenience of explanation, devices connected to the vehicle internal communication network as shown in Fig. 1 are referred to as 'internal communication network devices' (200), and devices not connected to the vehicle internal communication network are referred to as 'external communication network devices'.

[0080]

[0081] The inventor of the present invention understands that the existing technologies for solving sudden acceleration problems have not been able to solve the problem because they have tried to control sudden acceleration by receiving data from the internal communication network device when the vehicle suddenly accelerates and then using the internal communication network device to detect the sudden acceleration. This is because when sudden acceleration occurs, error data is generated in the internal communication network, and the devices linked to this error data begin to operate abnormally, making control no longer possible. However, since the existing technologies attempted to prevent sudden acceleration by using the internal communication network device, preventing sudden acceleration has been practically difficult.

[0082] The sudden acceleration interruption device according to the present invention responds quickly based on the driver's perception of sudden acceleration without connecting to the vehicle's internal communication network, enabling rapid response. Furthermore, the sudden acceleration interruption device according to the present invention does not utilize error data generated from the vehicle's internal communication network due to sudden acceleration. Instead, it stops vehicle operation through a separate control line, forcibly resetting data stored in the engine ECU, allowing the vehicle to resume normal operation.

[0083]

[0084] Figure 2 is a configuration diagram of a sudden acceleration stop device according to one embodiment of the present invention. The sudden acceleration stop device (100) according to the present invention is composed of a control unit (121), a reset switch (127), a device power supply unit (125), a display unit (140), and a shutdown switch (150). The sudden acceleration stop device (100) according to the present invention is composed of an external communication network device that does not utilize a vehicle internal communication network.

[0085] The reset switch (127) is a switch that normally maintains a connection state to supply power to the engine ECU (239) and resets the engine ECU (239) by a reset signal (①) supplied from the control unit (121), and it is preferable to configure it to include a relay switch.

[0086] The device power supply unit (125) is a device that receives power from the vehicle and then supplies power to the control unit (121) that constitutes the sudden acceleration stop device (100).

[0087] When the driver first operates the shutdown switch (150), a shutdown operation signal (②) notifying that the shutdown switch has been pressed is input to the control unit (121). The control unit (121) immediately outputs a warning signal (③) upon recognizing this. The warning signal (③) notifies external vehicles, including rear vehicles following the vehicle, that the vehicle is in an emergency situation through the display unit (140). The display unit (140) can be implemented in the form of an electronic display board formed with an LED or LCD and mounted inside the rear window of the vehicle. Of course, the display unit (140) can be implemented by adding a display device that notifies the driver of the vehicle that the shutdown switch (150) has been pressed. Accordingly, the display unit (140) can be implemented as a device composed of an LED installed inside the cabin to notify the driver of the vehicle of an emergency situation, and an electronic display board device composed of an LED attached to the rear window to notify external vehicles. It goes without saying that the vehicle's emergency lights (245) can be controlled to blink by the warning signal (③) output from the control unit (121). Controlling the warning signal (③), the display unit (140), and the emergency lights (245) to blink is optional in the present invention.

[0088] The shutdown switch (150) is configured as a conventional switch, and can be implemented as a switch that is connected to the control unit (121) by wire or wirelessly. When the shutdown switch (150) and the control unit (121) are connected by wire, there is the hassle of laying the connection wire, but there is the advantage of easy post-installation maintenance once the installation is complete. In contrast, when the shutdown switch (150) and the control unit (121) are connected wirelessly, a separate wireless connection module (not shown in the drawing) must be added, and a battery, etc. to drive the shutdown switch (150) is required, so there is the disadvantage of cumbersome maintenance. It is preferable to install the shutdown switch (150) in a location that is easy for the driver to operate, such as an emergency blinker switch, so that it can be quickly pressed in an emergency situation, but in a location that is difficult for other passengers to operate, such as the A-pillar, for safety reasons.

[0089]

[0090] Figure 3 is a flowchart illustrating changes in vehicle status when a sudden acceleration stop device according to one embodiment of the present invention is operated. When a driver starts the engine and drives the vehicle (ST300), if it is determined that a problem has occurred in the vehicle, the driver presses a shutdown switch installed in the vehicle (ST310). When the shutdown switch is operated, the control unit uses the display unit to notify external vehicles, including rear vehicles following the vehicle, that the vehicle is in an emergency state, and simultaneously controls the hazard lights to blink (ST320). Next, the sudden acceleration stop device operates the reset switch to reset the engine ECU (239) (ST330). It should be understood that steps ST320 and ST330 are performed almost simultaneously regardless of the order, and in terms of urgency, it is preferable that ST330 be performed first. When the engine ECU is reset, depending on the vehicle type or the vehicle driving condition at the time the shutdown switch was pressed, the engine ECU is reset, but the engine is maintained without turning off (ST340) or the engine is turned off (ST350). The control unit generates a return signal after the first time and applies it to the reset switch, and the reset switch switches to the normal state before receiving the reset signal according to the return signal, so normal driving is possible without any special action in the case where the engine is maintained (ST340). In the case of the ST350 stage where the engine is turned off, normal driving is possible after the driver restarts the engine (ST360).

[0091]

[0092] As mentioned above, when sudden acceleration occurs, error data accumulates in the engine ECU, so in order to resolve the sudden acceleration situation, it is necessary to clear the error data accumulated in the engine ECU. Since the engine ECU is an electronic circuit chip belonging to a single MCU (Micro Control Unit), in order to clear the error data accumulated in it, a reset operation is required to cut off the power supply for a first period of time and clear the error data. If power is supplied to the engine ECU again within the first period of time, the accumulated error data will not be completely cleared, and the sudden acceleration situation may continue. This first period of time appears to vary depending on the vehicle, but is generally within 3 seconds. Based on the inventor's experience, 5 seconds has been determined to be sufficient time to reset the engine ECU of all types of vehicles.

[0093] After the first hour, the control unit switches the reset switch to the normal operating state, allowing the driver to restart the vehicle and resume normal operation.

[0094] If sudden acceleration occurs, the driver may panic and repeatedly operate the shutdown switch. In the present invention, the control unit is configured to ignore any subsequent operation of the shutdown switch by the driver before the first period of time has elapsed since the initial operation of the shutdown switch. If all inputs from the continuously operated shutdown switch are processed, the engine ECU may cycle on and off repeatedly, potentially preventing it from being reset. Furthermore, the first period of time will be extended, restarting the engine, which is undesirable.

[0095]

[0096] Figure 4 is a schematic diagram of how electricity is supplied to each component of an internal combustion engine vehicle equipped with an engine. The schematic diagram presented in Figure 4 is an example, and although power is provided through different systems depending on the vehicle manufacturer, there are no significant variations. In a typical internal combustion engine vehicle, the vehicle power supply unit (230) that supplies power to the vehicle consists of a main battery (231), a generator (233), and an auxiliary battery (not shown). The main battery (231) supplies power to the starter motor and various equipment during driving when the driver starts the vehicle. The generator (233) operates the engine piston during starting and uses the engine's rotational force to generate electricity during driving, supplying it to the vehicle, the main battery (231), and the auxiliary battery. The auxiliary battery is used for auxiliary purposes, such as when the main battery (231) is replaced, to store the vehicle's settings for a certain period of time when the vehicle is completely powered. Because its installation location varies depending on the vehicle, it is not shown in the drawing. Auxiliary batteries are typically found in relatively expensive vehicles and are often not installed in general vehicles.

[0097] Power supplied from the vehicle power supply (230) passes through the main fuse and is then supplied to each vehicle's electronic components (engine ECU, fuel pump, driver's window motor, etc.) through individual fuses installed in front of each vehicle component. Multiple individual fuses are supplied through a fuse box.

[0098]

[0099] Based on Fig. 4, the section that supplies power to various electronic components equipped in the vehicle can be divided into 'Zone A', which is the section from the vehicle power supply unit (230) to the individual fuse pre-stage, and 'Zone B', which is the section from the individual fuse pre-stage to the electronic components. The reset switch (127) resets the engine ECU (239) according to the reset signal (①) supplied from the control unit (121).

[0100] As shown in Fig. 4, the reset switch can be installed in 'Zone A' or 'Zone B'. If installed in Zone A, the connection line through which a large amount of current flows must be turned on / off, which increases the circuit price and may cause problems with the reliability of the circuit. In contrast, if installed in Zone B, there is an advantage in that it can be implemented as a switch that turns on / off a connection line through which a small amount of current flows. Preferably, the sudden acceleration interruption device (100) according to the present invention is installed in Zone B.

[0101]

[0102] Fig. 5 is a fuse box layout diagram of a Chevrolet Malibu vehicle. The fuse box of Fig. 5 is installed in the engine hood space where the engine room is located. The sudden acceleration arrest device (100) according to the present invention presented in Fig. 2 requires operating power. The sudden acceleration arrest device (100) according to the present invention is implemented so that it can receive operating power from any one fuse provided in the fuse box and reset the engine ECU using the engine ECU fuse. The 'ECM (25A)' indicated by number 75 in Fig. 5 is an engine ECU fuse and is a fuse having a 25A specification.

[0103] Fig. 6 is a configuration diagram of an engine ECU fuse inserted into a fuse box. The fuse box (190) is provided with multiple slots for inserting various fuses. For example, the fuse box (190) is provided with an input slot (191a) and an output slot (191b) for inserting any fuse, and the input slot (191a) is connected to the + power (B+) supplied from the main fuse (180) arranged at the bottom through the first connecting wire (193a), and the output slot (191b) is connected to the engine ECU (239) through the second connecting wire (193b). The input terminal (190b+) and the output terminal (190b-) of the second fuse (190b, fuse for the engine ECU) are inserted into the input slot (191a) and the output slot (191b) of the fuse box (190), respectively. The second fuse (190b) is a fuse that short-circuits when excessive current (overcurrent) flows to the engine ECU (239) to protect the engine ECU (239).

[0104] The input terminal (190b+) of the second fuse (190b, fuse for engine ECU) is a terminal that receives power from the main fuse, and the output terminal (190b-) functions as a terminal that supplies power to the engine ECU through the second fuse (190b). In practice, the fuse (190b) does not have directionality, so any one terminal selected from the two terminals (190b+, 190b-) may be inserted into the input slot (191a) of the fuse box (190).

[0105]

[0106] Figure 7 is a configuration diagram of a first fuse holder and a second fuse holder according to an embodiment of a sudden acceleration interruption device proposed in Korean Patent Application No. 10-2023-0135704, previously filed by the inventor of the present invention. Hereinafter, Korean Patent Application No. 10-2023-0135704 will be referred to as the "prior-filed invention."

[0107] Fig. 7(a) is a configuration diagram of a first fuse holder, and Fig. 7(b) is a configuration diagram of a second fuse holder. The first fuse holder (10) is configured to receive power required for the sudden acceleration stop device according to the present invention from a fuse box. The power required for the sudden acceleration stop device can be supplied in various ways, but can be supplied more easily using a fuse box. An arbitrary first fuse is provided in the fuse box, and the fuse box is provided with an input slot and an output slot for the first fuse. The input terminal (15a) and the output terminal (15b) of the first fuse are inserted into the input slot and the output slot of the first fuse provided in the fuse box, respectively.

[0108] The first fuse holder (10) is provided with a first fuse holder body (11), an input dummy terminal (15a) and an output dummy terminal (15b) that are formed to protrude on the lower part of the first fuse holder body, and an input dummy slot (13a) and an output dummy slot (13b) for inserting the input terminal and the output terminal of the first fuse, respectively, are provided on the upper part of the first fuse holder body, and a first external connection line (16) is formed to protrude.

[0109] The input dummy terminal (15a) and the input dummy slot (13a) are electrically connected, the output dummy terminal (15b) and the output dummy slot (13b) are also electrically connected, and the first external connection line (16) is electrically connected to the input dummy terminal (15a).

[0110] The fuse box shown in Fig. 5 is equipped with fuses that are supplied with constant power and fuses that are supplied with ACC power. The fuses that are supplied with constant power are fuses that are always supplied with power even when the vehicle is not supplied with power. For example, a fuse that detects door opening to prevent theft is a fuse that is supplied with constant power. A fuse that is supplied with ACC power is a fuse that is supplied with power when the vehicle is supplied with power. An example of this is a fuse for a brake light. Since any fuse can be used to supply power to the sudden acceleration / stop device, a fuse arbitrarily selected from the fuse box will be referred to as a “power fuse” for convenience. (1) Remove the power fuse from the fuse box. (2) Insert the first fuse holder (10) shown in Fig. 7(a) into the slot of the fuse box from which the power fuse has been removed. (3) When the power fuse that has been pulled out is inserted into the dummy slot (13a, 13b) of the first fuse holder (10), the operating power required for the sudden acceleration stop device can be supplied through the first external connection line (16).

[0111] The first fuse holder (10) shown in Fig. 7(a) is formed in such a way that the dummy terminals (15a, 15b) protrude from the first fuse holder body (11). The first fuse holder (10) can be modified into various shapes. Fig. 8 is a configuration diagram of the first fuse holder (10) of one embodiment according to the present invention. In the embodiment shown in Fig. 8, the first fuse holder (10) is configured separately into two components connected by connecting wires (17a, 17b).

[0112] In Fig. 8(a), the second body part (11b) of the first fuse holder is provided with only dummy slots (13a, 13b), and the dummy terminals (15a, 15b) inserted into the slots of the fuse box are formed to protrude from the separate first body part (11a) of the first fuse holder. The input dummy terminal (15a) of the first body part (11a) of the first fuse holder is electrically connected to the input dummy slot (13a) via a connecting wire (17a), and the output dummy terminal (15b) of the first body part (11a) of the first fuse holder is electrically connected to the output dummy slot (13b) via a connecting wire (17b).

[0113] In Fig. 8(b), an upper dummy slot (13a, 13b) and a lower dummy slot (14a, 14b) are formed in the second body part (11b) of the first fuse holder. A dummy terminal (15a, 15b) to be inserted into the fuse box slot is formed to protrude from a separate first body part (11a) of the first fuse holder, and a first fuse holder third body part (11c) connected to the first fuse holder first body part (11a) and connecting wires (17a, 17b) is provided. This is an example in which another dummy terminal (18a, 18b) is formed on the upper side of the first fuse holder third body part (11c). Another dummy terminal (18a, 18b) is inserted into and coupled to the lower dummy slot (14a, 14b).

[0114] Fig. 9 is a diagram illustrating the configuration of a first fuse holder (10) according to one embodiment of the present invention and a connection diagram illustrating the connection to the device power supply. The first fuse holder (10) illustrated in Fig. 9 is different from the first fuse holder (10) illustrated in Fig. 8 in that it has two external connection lines (16, 18). When the first fuse holder (10) illustrated in Fig. 9 is inserted into the corresponding slot of the fuse box, the same voltage is output through the two external connection lines (16, 18). That is, since the circuit can be configured using only one of the two external connection lines (16, 18) provided in the first fuse holder (10) of Fig. 9, one of the two external connection lines (16, 18) is provided as a spare. Fig. 9(c) is an equivalent circuit diagram for the connection between the power fuse slot provided in the fuse box and the device power supply (125). The input slot and the output slot provided in the power fuse slot are supplied to the device power unit (125) through the first external connection line (16) and the fourth external connection line (18), respectively, and it can be seen that the dummy slot constituting the first fuse holder (10) is connected in parallel with the first external connection line (16) and the fourth external connection line (18). The device power unit (125) receives a + voltage from the first external connection line (16) or the fourth external connection line (18) and receives a ground power supply through the ground connection line (28) connected to the vehicle body.

[0115] As shown in FIG. 7(a), FIG. 8 and FIG. 9, the first fuse holder can be modified into any configuration as long as it has input and output dummy terminals inserted into the power fuse slots of the fuse box, an input dummy slot electrically connected to the input dummy terminal, an output dummy slot electrically connected to the output dummy terminal, and a first external connection line electrically connected to the input dummy terminal.

[0116] Functionally, the first fuse holder can be described as a component that is inserted into a slot in a fuse box and supplies power to components of a sudden acceleration / stop device by supplying power through a power fuse while providing a dummy slot for inserting a power fuse.

[0117]

[0118] The second fuse holder (20) shown in Fig. 7(b) is a component for disconnecting the connection between the engine ECU fuse (the second fuse in Fig. 4) of the vehicle and the main fuse, and for inserting a reset switch between the main fuse and the engine ECU fuse. The second fuse holder (20) has a second fuse holder body (21), and an input dummy terminal (25a) and an output dummy terminal (25b) that are protruded and formed on the lower part of the second fuse holder body, and has an input dummy slot (23a) and an output dummy slot (23b) for inserting the input terminal and the output terminal of the engine ECU fuse on the upper part of the second fuse holder body, and has a second external connection line (26) that is electrically connected to the input dummy slot (23a). The output dummy terminal (25b) and the output dummy slot (23b) of the second fuse holder (20) are electrically connected, while the input dummy terminal (25a) and the input dummy slot (23a) are formed to be electrically disconnected.

[0119] Among the fuse boxes shown in Fig. 5, the 'ECM' indicated as No. 75 is the engine ECU fuse (referred to as the second fuse in Fig. 4). (1) Pull out the engine ECU fuse from the fuse box. (2) Insert the second fuse holder (20) shown in Fig. 7(b) into the corresponding slot of the fuse box. (3) When the engine ECU fuse is inserted into the dummy slot (23a, 23b) of the second fuse holder (20), the electrical connection between the main fuse and the engine ECU is cut off, and an equivalent circuit with a reset switch interposed between the main fuse and the engine ECU fuse is formed.

[0120] Fig. 10 illustrates various variations of the second fuse holder. The variation of the second fuse holder presented in Fig. 10 has a similar configuration to the first fuse holder presented in Fig. 8, so a detailed description thereof will be omitted.

[0121] As shown in FIG. 7(b) and FIG. 10, the second fuse holder can be modified into any configuration as long as it has + and - dummy terminals inserted into slots for engine ECU fuses in the fuse box, a - dummy slot electrically connected to the - dummy terminal, and a second external connection line (26) electrically connected to the + dummy terminal.

[0122] Functionally, the second fuse holder can be described as a circuit component that is inserted into the engine ECU fuse slot of the fuse box and has a reset switch installed between the input terminal and the output terminal of the vehicle's engine ECU fuse (the second fuse in Fig. 4).

[0123]

[0124] However, when configuring a sudden acceleration arrest device using a second fuse holder as shown in FIG. 7(b) or FIG. 10, when installing the sudden acceleration arrest device in the vehicle fuse box as described in the prior art, the polarity of the fuse box must be checked, and the terminals of the first fuse holder and the second fuse holder must be inserted in the correct positions. A similar inconvenience occurs even when using the combined fuse holder disclosed in the prior art. If the terminal of the second fuse holder is incorrectly inserted into the slot of the fuse box and a problem occurs in the vehicle, a diagnostic scanner must be used to reset the ECU in question. For example, when installing the sudden acceleration arrest device of the present invention in a Malibu vehicle, if the terminal of the second fuse holder was inserted into the slot of the fuse box in the opposite direction, a problem occurred in which the transmission did not operate normally. More specifically, a severe shock occurred every time the transmission shifted, making normal operation impossible. If this phenomenon occurs, you must connect a diagnostic scanner to the OBD terminal to diagnose the vehicle's condition, find the module that is causing the problem, and then return it to normal condition.

[0125] Ordinary consumers with limited vehicle knowledge have encountered the inconvenience of having to take their vehicles to a nearby auto repair shop for repairs if a malfunction occurs while installing the sudden acceleration prevention device disclosed in the prior art invention of the inventor of the present application. The present invention aims to solve this problem by proposing an easy-to-install sudden acceleration prevention device and an installation method thereof that allows the terminal of the fuse holder to be inserted in any direction into the fuse box slot provided in a vehicle.

[0126] The inventor of this invention recognized that checking the polarity of the fuse box and inserting the first and second fuse holders in the correct orientation was a difficult task for those without extensive automotive knowledge. Therefore, the present invention proposes a sudden power interruption device and its installation method that eliminates the need to check the polarity of the fuse box and allows the fuse holders to be inserted in any orientation.

[0127]

[0128] Fig. 11 is a diagram showing an embodiment of a third fuse holder according to an embodiment of the present invention. The third fuse holder (50) is a fuse holder that can be used instead of the second fuse holder presented in the prior art. The third fuse holder (50) presented in Fig. 11 is a component for disconnecting the connection between the engine ECU fuse (the second fuse of Fig. 4) of a vehicle and the main fuse, and for inserting a reset switch between the main fuse and the engine ECU fuse. The third fuse holder (50) has a third fuse holder body (51), and an input dummy terminal (55a) and an output dummy terminal (55b) that are protruded and formed on the lower portion of the third fuse holder body, and an input dummy slot (53a) and an output dummy slot (53b) for inserting the input terminal and the output terminal of the engine ECU fuse are provided on the upper portion of the third fuse holder body (51). The input dummy terminal (55a) and the input dummy slot (53a) are electrically connected, and a third external connection line (27) connected to the output dummy terminal (55b) and a second external connection line (26) electrically connected to the output dummy slot (53b) are provided. The output dummy terminal (55b) and the output dummy slot (53b) of the third fuse holder (50) are formed to be electrically disconnected.

[0129] The third fuse holder shown in Fig. 11 can be modified in various ways, similar to the first fuse holder shown in Fig. 8. For example, Figs. 12(a) and 12(b) show examples in which the third fuse holder is configured in two separate forms.

[0130] For example, in FIG. 12(a), the second body part (51b) of the third fuse holder is provided with only dummy slots (53a, 53b), and the dummy terminals (55a, 55b) inserted into the slots of the fuse box are formed to protrude from a separate first body part (51a) of the third fuse holder. The input dummy terminal (55a) of the first body part (51a) of the third fuse holder is electrically connected to the input dummy slot (53a) via a connecting wire (57), the output dummy terminal (55b) of the first body part (51a) of the third fuse holder is connected to the third external connection line (27), and the output dummy slot (53b) of the second body part (51b) of the third fuse holder is electrically connected to the second external connection line (26). It can be seen that the output dummy terminal (55b) of the first body part (51a) of the third fuse holder is electrically disconnected from the output dummy slot (53b) of the second body part (51b) of the third fuse holder.

[0131] It goes without saying that the second body part (51b) of the third fuse holder may be installed between the output dummy terminal (55b) and the third external connection line (27) as shown in Fig. 12(b).

[0132]

[0133] Fig. 13 is a specific implementation example of a sudden acceleration stop device according to the present invention. As illustrated in Fig. 13, the sudden acceleration stop device (100) is composed of a main body integrated part (110) and a shutdown switch (250) that wirelessly communicates with the main body integrated part. The main body integrated part (110) is composed of a main body part (120), a first fuse holder (10) connected to the main body part (120) via a first external connection line (16), a third fuse holder (50, described later) connected to the main body part (120) via a second external connection line (26) and a third external connection line (27), and a ground connection line (28) connected to the main body part (120). The main body part (120) is provided with a control part (121), a wireless receiver part (123), a device power supply part (125), and a reset switch (127).

[0134] The shutdown switch (150) is a switch that wirelessly transmits a shutdown operation signal when operated by the driver. The main body (120) has a printed circuit board on which a control unit (121), a wireless receiver (123), a device power supply unit (125), and a reset switch (195) are mounted. As shown in Fig. 8, when the first fuse holder is composed of two or more components, it goes without saying that the portion where the dummy slot is formed can be installed on the printed circuit board.

[0135] The first fuse holder (10) supplies power (B+) supplied from the main fuse to the main body (120) through the first external connection line (16). The supplied power (B+) is used as the driving voltage of the control unit (121), the wireless receiver (123), and the reset switch (127). The power (B+) supplied to the fuse box (190) refers to the power supplied from the main fuse, and can be supplied from a slot in the fuse box into which a first fuse (power fuse) having an appropriate amperage is inserted. The supplied power (B+) is approximately 12 V. Therefore, it is preferable that the control unit (121), the wireless receiver (123), and the reset switch (127) applied in the present invention are also implemented using electronic circuit elements that operate using 12 V.

[0136] Fig. 13 is an example implemented using a wirelessly connected shutdown switch. When the driver operates the shutdown switch (150), a shutdown operation signal is transmitted wirelessly, and the wireless receiver (121) receives this and transmits to the control unit (121) that the shutdown operation signal has been input. When the control unit (121) receives the shutdown operation signal, it generates a reset signal for a first period of time and transmits it to the reset switch (127). After the first period of time, the control unit (121) generates a return signal to return the reset switch (127) to its original state. If the shutdown switch is implemented using a wire, the wireless receiver (123) may not be provided.

[0137] It was found that the third fuse holder (50) was connected to the main body (120) through two external connection lines (26, 27). By connecting to the main body (120) through two external connection lines (26, 27), unlike the prior art invention, it became possible to connect the input dummy terminal to the fuse box in any direction.

[0138]

[0139] Fig. 14 is a schematic diagram illustrating the connection state of the third fuse holder and reset switch constituting the sudden acceleration stop device according to the present invention shown in Fig. 13 with the fuse box. The fuse box is provided with a fuse slot for the engine ECU, the B+ power provided from the vehicle power supply is connected to the input slot of the fuse box, and the engine ECU (239) is connected to the output slot of the fuse box.

[0140] In the fuse box, the third fuse holder (50) is inserted into the fuse slot for the engine ECU in the direction shown in the drawing. That is, the input dummy terminal (55a) of the third fuse holder is inserted into the input slot of the fuse box, and the output dummy terminal (55b) of the third fuse holder is inserted into the output slot of the fuse box. The connection state presented in Fig. 14 can be expressed by an equivalent circuit as in Fig. 15(a). That is, Fig. 15 is an equivalent circuit diagram of the connection state of Fig. 14. Fig. 15(a) shows a state in which the reset signal (①) is not applied, and it can be seen that the engine ECU (239) is connected through the vehicle power supply (B+), the fuse for the engine ECU (190b), and the reset switch (127). Therefore, it can be seen that the vehicle power is normally supplied to the engine ECU (239).

[0141] When a reset signal (①) is applied to the control terminal (c) of the reset switch (127) in the state of Fig. 15(a), the reset switch (127) transitions to the state of Fig. 14(b). That is, the reset switch (127) disconnects the connection between the common terminal (com) and the first output terminal (NC), and connects the common terminal (com) and the second output terminal (NO), thereby cutting off the power supplied to the engine ECU (239) for a first time. During this cut-off time, the engine ECU (239) is reset.

[0142]

[0143] Fig. 16 is a schematic diagram for explaining the connection state of the reset switch and the fuse box when the third fuse holder is inserted into the fuse box in the opposite direction to Fig. 14.

[0144] In the fuse box, the third fuse holder (50) is inserted into the fuse slot for the engine ECU in the direction shown in the drawing. That is, the input dummy terminal (55a) of the third fuse holder is inserted into the output slot of the fuse box, and the output dummy terminal (55b) of the third fuse holder is inserted into the pressure slot of the fuse box, and is inserted in the opposite direction to the direction shown in Fig. 14. The connection state shown in Fig. 16 can be expressed by an equivalent circuit as in Fig. 17(a). That is, Fig. 17 is an equivalent circuit diagram of the connection state of Fig. 16. Fig. 17(a) shows that the reset signal (①) is not applied, and that it is connected to the engine ECU (239) through the vehicle power supply (B+, 180), the reset switch (127), and the fuse (190b) for the engine ECU. Therefore, it can be seen that vehicle power is normally supplied to the engine ECU (239).

[0145] When a reset signal (①) is applied to the control terminal (c) of the reset switch (127) in the state of Fig. 17(a), the reset switch (127) transitions to the state of Fig. 17(b). That is, the reset switch (127) disconnects the connection between the common terminal (com) and the first output terminal (NC), and connects the common terminal (com) and the second output terminal (NO), thereby cutting off the power supplied to the engine ECU (239) for a first time. During this cut-off time, the engine ECU (239) is reset.

[0146]

[0147] The reset switch is a switch that normally connects the engine ECU fuse slots provided in the fuse box to each other through the second fuse (190b), but when a reset signal is applied from the control unit for a first period of time, disconnects the input slot and the output slot of the engine ECU fuse (second fuse) provided in the fuse box for a first period of time and then reconnects the connection. In the example of Fig. 14, the reset switch is implemented as a relay switch.

[0148] The first output terminal (NC, Normally Closed) of the relay switch (195) is connected to the third external connection line (27) of the third fuse holder (50), the second output terminal (NO, Normally Open) is kept floating, and the common terminal (com) is connected to the second external connection line (26) of the third fuse holder (50). This is just one example, and unlike FIGS. 14 and 16, the first output terminal (NC, Normally Closed) of the relay switch (195) is connected to the second external connection line (26) of the third fuse holder (50), the second output terminal (NO, Normally Open) is kept floating, and the common terminal (com) may be connected to the third external connection line (27) of the third fuse holder (50) (FIG. 18).

[0149] In FIGS. 14 to 18, a method of implementing a reset switch using a relay switch is described, but this is only one embodiment. It goes without saying that the reset switch can be implemented using various reset circuits (for example, a reset circuit implemented using a semiconductor chip) in addition to the relay switch.

[0150]

[0151] Hereinafter, a method for installing a sudden acceleration arrest device according to an embodiment of the present invention in a vehicle will be described with reference to FIG. 19. FIG. 19 describes a method for installing the sudden acceleration arrest device shown in FIG. 13 in a vehicle.

[0152] Open the vehicle hood and locate the fuse box. Open the fuse box lid (ST910) and find the power fuse and engine ECU fuse (ST912). Remove the engine ECU fuse and insert the third fuse holder (ST914). Remove the power fuse and insert the first fuse holder (ST916). Loosen one of the screws installed on the vehicle body and connect the ground connection wire to the vehicle body (ST918). This completes the installation of the main body integrated unit. Install the main body in an appropriate location and close the vehicle hood (ST920). Finally, install a shutdown switch inside the cabin, where the passengers stay, to complete the installation of the sudden acceleration stop device (ST922).

[0153] Steps ST910 to ST916 are steps for securing operating power supplied to the sudden acceleration / stop device by installing the first external connection wire, the second external connection wire, and the third external connection wire in the fuse box, and steps for securing a location for disconnecting the connection between the engine ECU fuse and the vehicle power supply and installing a reset switch.

[0154] Step ST914 is the step to place the reset switch between the engine ECU fuse and the vehicle power supply, and step ST916 is the step to secure the ground power supplied to the sudden acceleration stop device.

[0155] Steps ST910 through ST920 can be viewed as steps for installing the main body of the sudden acceleration stop device in the engine room. The final step (ST922) of Fig. 19 is the step for installing the shutdown switch (ST922), and since it does not conflict with the steps for installing the main body integration device in the engine room, it is a step that can be performed between the aforementioned steps or before any of the steps.

[0156] In addition, it is preferable that steps ST914, ST916, and ST918 be performed in the order presented in Fig. 19 and the order described above, but since each step is independent, it is not a big problem even if they are performed regardless of the order.

[0157]

[0158] Fig. 20 is a diagram showing a state in which a body integrated unit according to one embodiment of the present invention is installed in a vehicle. The power fuse (190a) is removed from the fuse box (190), the dummy terminal of the first fuse holder shown in Fig. 7(a) or Fig. 8 is inserted into the corresponding slot, and the power fuse (190a) is inserted into the dummy slot of the first fuse holder. In Fig. 20, the first fuse holder is illustrated outside the body integrated unit (110), but in reality, as illustrated in Fig. 13, it is a configuration that belongs to the body integrated unit (110). The first fuse holder supplies positive power to the device power unit (125) through the first external connection line (16). The device power unit (125) receives ground power from the vehicle body through the ground connection line (28).

[0159] Similarly, the engine ECU fuse (190b) is removed from the fuse box (190), the dummy terminal of the third fuse holder is inserted into the corresponding slot, and the engine ECU fuse (190b) is inserted into the dummy slot of the third fuse holder. In Fig. 20, the third fuse holder of the type shown in Fig. 12(a) is used.

[0160] Unlike the prior art, the present invention allows the first fuse holder and the third fuse holder to be installed regardless of the direction in which they are inserted into the slots of the fuse box. Fig. 21 is a diagram showing the dummy terminals of the first fuse holder and the third fuse holder installed in the fuse box in the opposite direction to that illustrated in Fig. 20.

[0161] In Fig. 20, positive power is supplied to the device power unit (125) through the first external connection line (16) of the first fuse holder connected to the input slot of the fuse box (190) among the power fuse slots, whereas in Fig. 21, the dummy slot of the first fuse holder is inserted in the opposite direction to Fig. 20, and positive power is supplied to the device power unit (125) through the first external connection line (16) of the first fuse holder connected to the output slot among the power fuse slots. Since the device power unit (125) can receive positive power through the first external power line (16) from the first fuse holder in any case, it can be seen that it operates normally regardless of the direction in which the first fuse holder is inserted into the fuse box (190).

[0162] Similarly, in FIG. 20, the dummy terminal of the third fuse holder is inserted into the engine ECU fuse slot of the fuse box (190) so that the common terminal (com) of the reset switch (127) is connected through the second external connection line (26) of the third fuse holder and the first output terminal (NC) of the reset switch (127) is connected through the third external connection line (27) of the third fuse holder, whereas in FIG. 21, the dummy terminal of the third fuse holder is inserted in the opposite direction into the engine ECU fuse slot of the fuse box (190). That is, in FIG. 21, the dummy terminal of the third fuse holder is inserted into the engine ECU fuse slot of the fuse box (190) so that the common terminal (com) of the reset switch (127) is connected through the third external connection line (27) of the third fuse holder and the first output terminal (NC) of the reset switch (127) is connected through the second external connection line (26) of the third fuse holder. In either case of FIG. 20 or FIG. 21, it can be seen that in a normal state, the input slot and the output slot of the engine ECU fuse slot are connected through the engine ECU fuse (190b), and when the reset switch (127) is short-circuited by the reset signal (①), the input slot and the output slot of the engine ECU fuse slot are short-circuited.

[0163]

[0164] Currently produced automobiles do not use a single engine ECU, but rather multiple engine ECUs that communicate with each other for operation. Therefore, in order to reset an engine ECU, all of the multiple ECUs must be reset. For example, in the case of a hybrid vehicle, an engine and at least one motor are provided, and an engine ECU is provided to control each. To be precise, it would be appropriate to call the ECU that controls the motor drive a "motor ECU." However, in the present invention, since something driven by a motor can also be viewed as an engine from the vehicle's perspective, the term "engine ECU" is used as a term that includes the "motor ECU" without distinguishing between the two. Therefore, when interpreting the claims of the present invention, the term "engine ECU" should be interpreted to include the motor ECU as well.

[0165] Fig. 22 is a state diagram of a body integrated unit having multiple reset switches according to an embodiment of the present invention installed in a vehicle. Although Fig. 22 illustrates an example implemented with one control unit (121), the control unit may be configured with a required number. In addition, in the embodiment presented in Fig. 22, multiple reset signals (①: first reset signal, ⓐ: second reset signal) are generated by one control unit and are illustrated to control the first reset switch (127a) and the second reset switch (127b), respectively, but two reset switches (127a, 127b) can be controlled simultaneously using one reset signal. The control method to be used can be applied according to the characteristics of the vehicle.

[0166] For vehicles equipped with multiple engine ECUs, the order in which the engine ECUs are reset when the driver presses the shutdown switch may also be important. In this case, the control unit (121) must sequentially output reset signals (①, ⓐ) at different appropriate timings.

[0167] In Fig. 22, the first reset switch (127a) is connected to the first engine ECU fuse slot through the third fuse holder for the first engine ECU, and the second reset switch (127b) is connected to the second engine ECU fuse slot through the third fuse holder for the second engine ECU.

[0168] The fuse box is provided with a first engine ECU fuse input slot and a first engine ECU fuse output slot for inserting a first engine ECU fuse, and a second engine ECU fuse input slot and a second engine ECU fuse output slot for inserting a second engine ECU fuse.

[0169] The third fuse holder for the first engine ECU is provided with an input dummy terminal (hereinafter referred to as the “first engine input dummy terminal”) inserted into a first engine ECU fuse input slot, an output dummy terminal (hereinafter referred to as the “first engine output dummy terminal”) inserted into a first engine ECU fuse output slot, a second external connection line (26) for the first engine connected to one end of the first reset switch (127a), a third external connection line (27) for the first engine connected to the other end of the first reset switch, and a dummy slot for the first engine installed between the first engine input dummy terminal and the second external connection line for the first engine or between the first engine output dummy terminal and the third external connection line for the first engine and into which a first engine ECU fuse is inserted.

[0170] Similarly, the third fuse holder for the second engine ECU is provided with an input dummy terminal (hereinafter referred to as a “second engine input dummy terminal”) inserted into a second engine ECU fuse input slot, an output dummy terminal (hereinafter referred to as a “second engine output dummy terminal”) inserted into a second engine ECU fuse output slot, a second external connection line (26) for the second engine connected to one end of a second reset switch (127b), a third external connection line (27) for the second engine connected to the other end of the second reset switch, and a dummy slot for the second engine installed between the second engine input dummy terminal and the second external connection line for the second engine or between the second engine output dummy terminal and the third external connection line for the second engine and into which a second engine ECU fuse is inserted.

[0171]

[0172] While the preferred embodiments of the present invention have been described and illustrated using specific terminology, such terminology is solely for the purpose of clearly describing the present invention. It is to be understood that the embodiments of the present invention and the terminology described herein may be modified and altered in various ways without departing from the spirit and scope of the appended claims. Such modified embodiments should not be understood individually from the spirit and scope of the present invention, but should be considered to fall within the scope of the claims.

Claims

1. A device for stopping sudden acceleration of a vehicle having a vehicle power supply unit that supplies power to the vehicle, an engine ECU that controls the engine, an engine ECU fuse installed between the vehicle power supply unit and the engine ECU, and a fuse box having multiple slots for inserting multiple fuses including the engine ECU fuse, - The fuse box is equipped with an engine ECU fuse input slot and an engine ECU fuse output slot for inserting engine ECU fuses. - A shutdown switch installed in a position operable by the driver within the vehicle cabin and generating a shutdown operation signal when operated by the driver; A main body including a control unit that receives a shutdown operation signal from a shutdown switch and generates a reset signal for a first time, a reset switch that is installed between a vehicle power supply unit and an engine ECU and connects the engine ECU fuse input slot and the engine ECU fuse output slot through an engine ECU fuse while the reset signal is not applied and resets the engine ECU when the reset signal is applied, and a device power supply unit that supplies power to the control unit and the reset switch after receiving power from the vehicle. A sudden acceleration arrest device characterized by including an input dummy terminal inserted into the engine ECU fuse input slot, an output dummy terminal inserted into the engine ECU fuse output slot, a second external connection line connected to one end of the reset switch, a third external connection line connected to the other end of the reset switch, and a third fuse holder installed between the input dummy terminal and the second external connection line or between the output dummy terminal and the third external connection line and including a dummy slot into which the engine ECU fuse is inserted.

2. In paragraph 1, The above control unit and reset switch are formed as external communication network devices. - Devices that do not communicate with the internal communication network used in the vehicle are called external communication network devices. A sudden acceleration arrest device characterized by:

3. In paragraph 1 or 2, The above reset switch is provided with a common terminal, a first output (NC) terminal connected to the common terminal when a reset signal is not applied, and a second output (NO) terminal connected when a reset signal is applied. A sudden acceleration stop device characterized in that one end of the reset switch is one selected from the first output (NC) terminal or the common terminal, and the other end of the reset switch is one remaining terminal that is not selected from the first output (NC) terminal or the common terminal.

4. In paragraph 3, A sudden acceleration arrest device characterized in that the second output (NO) terminal is maintained in a floating state.

5. In paragraph 1 or 2, - The fuse box is equipped with a power fuse input slot and a power fuse output slot for inserting a fuse (hereinafter referred to as “power fuse”) to supply power. A sudden acceleration arrest device characterized by further comprising a first fuse holder, which comprises a power fuse input dummy terminal and a power fuse output dummy terminal, which are respectively inserted into a power fuse input slot and a power fuse output slot, a power fuse input dummy slot and a power fuse output dummy slot for inserting a power fuse, and a first external connection line, wherein the first external connection line is electrically connected to the power fuse input dummy slot, the power fuse input dummy terminal is electrically connected to the power fuse input dummy slot, and the power fuse output dummy terminal is electrically connected to the power fuse output dummy slot.

6. In paragraph 1 and paragraph 2, The above control unit further provides a return signal after the first time, A sudden acceleration stop device characterized in that the reset switch is switched to a switching state before the reset signal is applied by the return signal.

7. A device for stopping sudden acceleration of a vehicle having a vehicle power supply unit for supplying power to a vehicle having multiple engine ECUs (first engine ECU, second engine ECU), a first engine ECU fuse installed between the vehicle power supply unit and the first engine ECU, a second engine ECU fuse installed between the vehicle power supply unit and the second engine ECU, and a fuse box having multiple slots for inserting multiple fuses including the first engine ECU fuse and the second engine ECU fuse, - The fuse box is provided with a first engine ECU fuse input slot and a first engine ECU fuse output slot for inserting a first engine ECU fuse, and a second engine ECU fuse input slot and a second engine ECU fuse output slot for inserting a second engine ECU fuse. A shutdown switch installed in a position operable by the driver within the vehicle cabin and generating a shutdown operation signal when operated by the driver; A main body including a control unit that receives a shutdown operation signal from a shutdown switch and generates a first reset signal and a second reset signal for a first time, a first reset switch that is installed between a vehicle power supply and a first engine ECU and connects a first engine ECU fuse input slot and a first engine ECU fuse output slot through a first engine ECU fuse while the first reset signal is not applied and resets the first engine ECU to the first engine ECU when the first reset signal is applied, a second reset switch that is installed between a vehicle power supply and a second engine ECU and connects a second engine ECU fuse input slot and a second engine ECU fuse output slot through a second engine ECU fuse while the second reset signal is not applied and resets the second engine ECU to the second engine ECU when the second reset signal is applied, and a device power supply unit that receives power from a vehicle and then generates power to be supplied to the control unit and the reset switch. A third fuse holder for the first engine ECU, which includes an input dummy terminal (hereinafter referred to as the 'first engine input dummy terminal') inserted into the first engine ECU fuse input slot, an output dummy terminal (hereinafter referred to as the 'first engine output dummy terminal') inserted into the first engine ECU fuse output slot, a second external connection line for the first engine connected to one end of the first reset switch, a third external connection line for the first engine connected to the other end of the first reset switch, and a dummy slot for the first engine installed between the first engine input dummy terminal and the second external connection line for the first engine or between the first engine output dummy terminal and the third external connection line for the first engine and into which the first engine ECU fuse is inserted. A sudden acceleration arrest device characterized by comprising a third fuse holder for a second engine ECU, which includes an input dummy terminal (hereinafter referred to as a “second engine input dummy terminal”) inserted into the second engine ECU fuse input slot, an output dummy terminal (hereinafter referred to as a “second engine output dummy terminal”) inserted into the second engine ECU fuse output slot, a second external connection line for the second engine connected to one end of the second reset switch, a third external connection line for the second engine connected to the other end of the second reset switch, and a second engine dummy slot installed between the second engine input dummy terminal and the second external connection line for the second engine or between the second engine output dummy terminal and the third external connection line for the second engine, and into which the second engine ECU fuse is inserted.

8. In paragraph 7, A sudden acceleration stop device characterized in that the first reset signal and the second reset signal are generated at different timings.

Images