MXPA00011538A - Apparatus and method of preventing sudden acceleration of vehicle - Google Patents

Abstract

An apparatus and method is provided for preventing sudden acceleration of a vehicle having an automatic transmission by detecting the sudden acceleration with use of transmission state information and rpm. A controller determines that sudden acceleration occurs if the rpm abruptly increases within a first reference time when the transmission maintains a stop or park state, output voltage of an accelerator pedal detected by an ACC detecting unit is less than a predetermined level after inputting a start key. In addition, the controller determines the sudden acceleration if the transmission changes to a driving state and the rpm abruptly increases within a second reference time. When the vehicle drives at a high speed, the controller detects sudden acceleration only when the transmission changes by repeatedly counting the rpm. The controller may also be a central processor unit in an engine control unit of the vehicle. Such apparatus and method may brake the vehicle in case of sudden ac celeration, so as to prevent an accident caused by the sudden acceleration.

Description

APPARATUS AND METHOD TO AVOID THE SUDDEN ACCELERATION OF THE VEHICLE BACKGROUND OF THE INVENTION 1. Technical Field The present invention relates to an apparatus and method for preventing sudden acceleration of a vehicle and particularly to an apparatus and method for preventing sudden acceleration of a vehicle having an automatic transmission, by braking the vehicle through to determine the sudden acceleration with the use of the state of transmission and the vehicle's rpm in order to avoid sudden acceleration. 2. Description of the Prior Art. The sudden acceleration is the phenomenon in which a vehicle accelerates suddenly and unintentionally, in which the output of a motor of the same reaches 5,000 to 7,000 rpm within 2 or 3 seconds when the lever of the automatic transmission of a position is changed neutral N or a parking position P to a driving position D or a reverse position R. Therefore, in such sudden acceleration phenomenon, after the engine first emits an output power of 5,000 to 7,000 rpm when the lever from N or P to D or R, the output power is then transmitted to a disk, which makes; that the vehicle "" "* is suddenly accelerated At this time, the output power of the motor is initially reduced from 2,500 to 3,500 rpm, however it increases then abruptly from 5,000 to 7,000 rpm in a shorter time than a computer case using an accelerator This causes the vehicle to experience immersed acceleration and suddenly increase its speed, which is called "sudden acceleration." Recently, such sudden acceleration and related accidents appear more frequently and thus attract more interest. experiments to trace the origin of the problem such as an EMI electromagnetic interference noise in national and private laboratories, however, none has clarified the cause SUMMARY OF THE INVENTION The present invention is designed to overcome the above problems and an object of the invention. is to provide an apparatus and method for preventing sudden acceleration of a vehicle, which brakes and The vehicle in order to avoid sudden acceleration when the vehicle reaches a predetermined rpm in a predetermined time in case of starting or restarting the vehicle. Another object of the present invention is to provide an apparatus and method for preventing sudden acceleration of a vehicle, which brakes the vehicle in order to avoid sudden acceleration when the vehicle reaches a predetermined rpm at a predetermined time in case of starting up. or restart the vehicle and also avoid sudden braking in case of running the vehicle at a high speed. In order to accomplish the above objective, the present invention provides an apparatus for preventing sudden acceleration of a vehicle comprising: means of input detection of the start-up mode to detect the input of a start-up mode; means of detecting the rpm to detect the rpm; means of detecting the transmission change to detect the change of a transmission; ACC detection means to detect the acceleration introduced through an accelerator pedal; control means for recognizing the inputs from the input detection means of the start-up mode, rpm detection means, transmission change detection means and detection means ACC, which determines the sudden acceleration as a result of the recognition and then produces control signals for braking an engine and securing / releasing a brake; means of blocking the motor power to block the power supply to the motor according to the control signal of blockage of the motor potential, coming from the medium of ?? jñm¿¿ & n ^ ¡UBi ^^ ^ m control; and brake securing means for securing / releasing a brake motor according to the brake securing / release control signals from the control means. In the apparatus, the control means can determine the sudden acceleration when the rpm increase abruptly in an initial start-up within a first reference time in case the transmission change detection means does not detect a change signal. of transmission from N or P to D or R and the detection means of ACC detect that the acceleration introduced through the accelerator pedal is less than a reference voltage. In the apparatus, the control means determines the sudden acceleration when the rpm increases abruptly within a second reference time stored in the control means in the event that the transmission change detection means detects a transmission change signal from N or P to D or R after the entry of a start-up mode. In the apparatus, the control means determines the sudden acceleration according to the output powers of the detection means of the rpm and the ACC detection means when the transmission changes from N or P to D or R and does not detect the rpm when the vehicle is driven.

In the apparatus, the means for blocking the power of the motor comprises a switching transistor, which is switched on according to the motor power blocking control signal coming from the control means; and a 5 relay to block the power supply to the motor when the transistor is turned on. In the apparatus, the engine power blocking means comprises a motor unit having a brake motor for braking the vehicle; a supply unit braking energy to supply power to the brake motor to secure the brake according to the brake securing control signal coming from the control means; and a brake release power supply unit for supplying power to the brake motor to release the brake according to the brake release control signal coming from the control means. In the apparatus, the brake motor is preferably a reduction motor. In the apparatus, the motor unit has a wire steel connected to the acceleration pedal, the steel wire being wound around a cylinder fixed to an engine shaft, through a roller fixed to the lower part of a vehicle body, in order to brake the vehicle. 25 In the apparatus, the motor unit exerts force of ^ f ^^ g ^^ g ^ braking by pushing a hydraulic brake into the brake unit with the use of a support member fixed rotatably to the body of the vehicle when the brake motor rotates clockwise and exerts releasing force when removing the hydraulic brake with the use of the support member when the brake motor rotates in the opposite direction of the control hands. In the apparatus, the engine unit exerts braking or releasing force when pushing or removing a hydraulic brake on the brake unit with the use of a rod rotatably connected to a brake motor shaft, moving the rod to the right / left according to the rotation clockwise or counterclockwise of the brake motor. In the apparatus, the braking power supply unit comprises a switching transistor, which is turned on according to the brake securing control signal coming from the control means; and a relay to secure the brake motor by supplying power to the brake motor when the transistor is turned on. In the apparatus, the braking power supply unit comprises a switching transistor, which is turned on according to the brake securing control signal coming from the control means; and a relay to release the brake motor by supplying reverse power to the brake motor when the transistor is turned on. In order to achieve the above objective, the present invention provides a method for preventing sudden acceleration of a vehicle comprising a first process for determining whether the transmission changes from a stop state to a driving state, determining that there is no acceleration sudden in case the vehicle's rpm does not increase abruptly within a first reference time when the transmission is in the stop state, determine that there is a sudden acceleration in case the rpm's increase abruptly with a voltage of entry of an accelerator under a reference voltage when the transmission is in the stop state and securing a vehicle brake; and a second process to determine again the sudden acceleration and whether or not the engine and the brake are secured in consideration of a transmission state, a rpm and an acceleration input in case the first process determines that there is no acceleration sudden In the method, the first process comprises the steps of comparing, the first and second times of reaching the reference rpm with the first reference time when the transmission is in the stop state, establishing the first reference rpm and the second reference rpm to determine the sudden acceleration; Proceed to the second process in case the first reference time is less than the first and second times that reach the reference rpm and determine if the accelerator input voltage is lower than the reference voltage in case the first time of reference is not less than the first and second times that reach the reference rpm; proceed to the second process in case the accelerator input voltage is not less than the reference voltage and compare a runtime of the rpm of the first reference rpm with the second reference rpm with a third reference time in case that the accelerator input voltage is less than the reference voltage; Proceed to the second process in case the time reached by the rpm of the first reference rpm at the second reference rpm is not less than the third reference time and determine if the transmission is in the stop state in case the time that the rpm of the first reference rpm reaches the second reference rpm is less than the third reference time; and proceed to the second process in the event that the transmission is in the stop state and secure the engine and brake in case the vehicle moves as a result of the determination. In the method, the second process comprises the steps of determining whether the transmission changes the state of t 4. ,? > t »? .- i. - A ** .. .. - ~ " ^. A «J. .. ^ .at .. i .., 1 | j | - _ _ _ _ _ _ _ _ _ _ _ IIUM stop to the driving state, then compare the first and second times, which reach the reference rpm with a second reference time, establishing the second reference time to determine the sudden acceleration when the transmission changes from the stop state to the driving state and then repeatedly checking the change of the transmission in case the second reference time is less than the first and second times, which reach the reference rpm; determining that an accelerator input voltage is less than a reference voltage to determine the sudden acceleration in case the second reference time is not less than the first and second times reaching the reference rpm; proceed to the first process in case the acceleration input voltage is not less than the reference voltage and compare a time that the rpm reaches from the first reference rpm to the second reference rpm with a third reference time in case that the acceleration input voltage is less than the reference voltage; proceed to the first process in case the time reached by the rpm of the first reference rpm at the second reference rpm is not less than the third reference time and determine if the transmission is in the stop state in case of that the time they reach rpm of the first reference rpm at the second time of ^ = ^^ a ^? Zj ??, * ^ reference is less than the third reference time; and proceed to the first process in case the transmission is in the stop state and secure the engine and brake in case the transmission is not in the stop state. The method may further comprise a third process for determining that there is a sudden acceleration in case the rpm increases abruptly within a second reference time when the first process detects that the transmission changes from the stopping state to the driving state and ensures then the engine and the brake. In the method, the third procedure comprises the steps of comparing, the first and second times reaching the reference rpm with a second reference time to determine the sudden acceleration; determining that an acceleration input voltage is less than a reference voltage in case the first and second times that reach the reference rpm are not less than the second reference time; compare a time that the rpm of the first reference rpm reaches the second reference rpm with a third reference time in case the accelerator input voltage is lower than the reference voltage, establishing the third reference time to determine the sudden acceleration when the rpm increases abruptly; verify that the vehicle is in motion in case the time reached by the rpm of the first reference rpm at the second reference rpm is less than the third reference time; and secure the engine and brake in case the vehicle is in motion. The method may further comprise the steps of releasing the brake during the change of transmission from the stopping state to the driving state in the event that the brake is secured when the safety is moved when starting the vehicle; and proceed to the second process after releasing the brake in case the first process determines that there is no abrupt increase of the rpm within the first reference time. To obtain the above objective, the present invention provides another method for preventing sudden acceleration of a vehicle comprising a first process for determining whether the transmission of a vehicle changes from a stopping state to a driving state after starting the vehicle. vehicle; a second process to determine that there is no sudden acceleration in case the sudden increase in rpm is not detected within a first reference time when the vehicle is in an initial stop state as a result of the determination of the first process, determine that there is sudden acceleration in case the rpm increases abruptly when an accelerator input voltage is lower than a reference voltage even in the stop state and secure the motor and brake; and a third process to determine the sudden acceleration in case the 5 rpm increase abruptly within a second reference time when the transmission changes from the stop state to the driving state and secure the motor and brake. To achieve the above objective, the present invention also provides a method for preventing sudden acceleration of a vehicle comprising a first process for determining whether the transmission of a vehicle changes from a stopping state to a driving state after putting into service. marches the vehicle; a second process 15 to determine that there is no sudden acceleration in case the abrupt increase of the rpm is not detected within a first reference time when the first process determines that the transmission is in an initial stop state, determine that there is acceleration sudden in case the rpm increases abruptly when an accelerator input voltage is lower than a reference voltage even in the stop state and secure the motor and brake; a third process to determine the sudden acceleration in case the rpm is increase abruptly within a second time of - »a > . ^ ... AL. '... .. .. . - * - A .... i ^ A ... ., -. . . .. ........ ^ ....,. .. | fl1 ______ ^ j__ _ ^? __ jtL-J-1 reference when the transmission changes from stopping state to driving state and securing the engine and brake; and a fourth process to determine the sudden acceleration in consideration of a transmission state, a rpm and an acceleration input in case the second process determines that there is no sudden acceleration and then determine if the engine and brake are secured or not . In order to obtain the above objective, the present invention provides another embodiment of an apparatus for preventing sudden acceleration of a vehicle comprising means for detecting the rpm to detect the rpm in order to determine the drive of a motor and the sudden acceleration; transmission detection means for detecting the change of a transmission from a stop state to a driving state; means of sudden acceleration detection for detecting sudden acceleration by using the output powers of the rpm detecting means and the transmission detection means; a first means of generating synchronization pulses to generate synchronization pulses according to the output powers of the sudden acceleration detection means; means for blocking the motor power to block the supply of energy from a battery to the motor according to a synchronization pulse from the first synchronization pulse generation means; brake means for braking the vehicle according to the synchronization pulse from the first synchronization pulse generation means; brake release means for releasing the braking means when the braking means operate irregularly; braking energy supply means for supplying the braking power from a battery to the braking means according to the synchronization pulse from the first synchronization pulse generation means; and means for preventing sudden braking connected to the braking energy supply means and to the brake release means in order to avoid sudden acceleration when the vehicle is being driven. BRIEF DESCRIPTION OF THE DRAWINGS These and other features, aspects and advantages of the present invention will be better understood with respect to the following description, appended claims and accompanying drawings, in which the components are referred by similar reference numerals. In the drawings: Figure 1 is a block diagram showing an apparatus for preventing sudden acceleration according to an embodiment of the present invention; Figure 2 shows a detailed circuit of Figure 1; Figures 3, 4 and 5 show various examples of ^ A ^ H ^ ßtt a brake motor in figure 2; Figures 6 and 7 are flowcharts to illustrate the total operation of the apparatus to avoid sudden acceleration of the present invention; 5 Figures 8 and 9 are detailed flow diagrams to illustrate a process of securing the brake at the input of a start-up mode and a control process in a stop state such as N or P at an initial start-up; Figures 10 and 11 are detailed flow charts to illustrate a control process when the transmission changes from N or P to D or R after the initial start-up; Figures 12 and 13 are detailed flow diagrams 15 to illustrate a control process when the transmission changes to D or R when a vehicle is being driven; Figure 14 shows a configuration of an apparatus for preventing sudden acceleration according to another embodiment of the present invention; and Figure 15 shows a detailed configuration of a braking unit in Figure 14. DETAILED DESCRIPTION OF THE PREFERRED MODALITY Hereinafter, the preferred embodiments of the present invention will be described in detail with ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ First Mode Figure 1 is a block diagram for showing the configuration of an apparatus for preventing sudden acceleration according to the first embodiment of the present invention. Referring to the figure, the apparatus includes a power supply 10 for supplying power to each unit in the apparatus, an input detection unit for the start-up mode 20 for detecting the input of a start-up mode, a detection unit of the rpm 30 for detecting the rpm, a transmission change detection unit 40 for detecting that a transmission changes from a stop state (such as neutral position N or parking position P) to a driving state (such as a driving position D or a reserve position R), an ACC 50 detection unit for detecting the acceleration introduced through an accelerator pedal, a controller 60 for determining sudden acceleration with the use of information input by the units 20, 30, 40 and 50 and then securing an engine and a brake according to the determination, a unit blocking the power of the engine 70 to block the power supply to the engine by controlling the controller 60 when sudden acceleration occurs and an insurance unit of the brake 80 to secure / release a brake motor by means of When the sudden acceleration occurs, Figure 2 shows a detailed circuit of each unit, as shown in the figure. a connector CON1 of the power supply 10 is connected to a DC12V battery when a switch IG2 is on.The connector CON1 is also connected to an SI power switch through a fuse Fl which can short circuit when the overcurrent is generated Due to the clutter in circuit 10. The SI power switch is connected to a constant voltage IC (IC1) to supply constant voltage to each unit of the device.When the SI power switch is turned off, the circuit does not operate because it does not there is supplied power, which is a normal state of a vehicle.When the SI power switch is turned on, the DC12V voltage is converted to DC5V and then supplied to each circuit through the constant voltage IC (IC1). A resistor Rl is provided for 20 lower voltage with the use of watt resistance to reduce the heat generation of the constant voltage IC (IC1). C1-C4 capacitors are used to maintain stable power. The input detection unit of the start-up mode 20 transmits the generated signal when the - * - • ^^ »'- * - ^ i ^^ Jk ^ iíá ^ ah ^ fci start-up mode to drive a start-up motor is on, to the circuit via a C0N2 connector. Due to the voltage difference and possible damage of the controller 60 in case of inputting the signal to the controller 60 directly, the input detection unit of the start-up mode 20 uses resistors R2, R3 to reduce the voltage and a transistor Ql. to switch the signal, which makes the signal suitable to be input to the controller 60. The rpm detecting unit 30 inputs the pulses generated corresponding to the rotary count of the motor, to the controller 60 through a connector CON3. In case the abnormal noise is mixed with an impulse detecting the engine rpm for a while predetermined (commonly, 5 seconds) when the vehicle is started with the engine cold, the unit 30 suppresses the noise with the use of a capacitor C9. The transmission change detection unit 40 introduces a signal about the status of a transmission (for example, R or D), to the circuit through connectors CON4-CON8 when the transmission changes. For the purpose of solving the voltage difference problems and the damage to the controller 60, which may occur when the signal is input directly to the controller 60, the unit transmission change detection 40 decreases the voltage MÉMÉ ^ l ÉHta with the use of resistors R5-R14, switches and inputs the signal to the OR 0R1-0R3 ports with the use of each transistor base Q2-Q6, introduces the output power of the OR 0R1-0R3 ports to an OR 0R4 port and enter the output power of the OR 0R4 port about the R or D state to the controller 60. If information about the D or R state is not entered, the controller 60 considers the transmission in the N or R state. ACC 50 detection unit detects a predetermined ACC throttle acceleration level, by introducing a DC0V-DC5V signal through a C0N9 connector to a non-inverted (+) input end of a COMP1 comparator and then entering a detected signal to controller 60. The ACC 50 detection unit also has a CIO capacitor to suppress noise. The controller 60 includes a synchronizer (65.5 msec) to count the number of rpms. With the use of the counter, the controller 60 determines that the sudden acceleration occurs in case the rpm increases abruptly within a predetermined time (for example, 5 seconds) in the condition that the transmission is in N or P and the accelerator pedal is not pressed to be at a predetermined rpm (eg, 4200 rpm), that is, an output voltage of the ACC 50 detection unit is less than a predetermined voltage (for example, ^ MMfib ^ Á. example, 1.0 V), after entering the start-up mode. The controller 60 also determines that the sudden acceleration occurs in the event that the rpm increases abruptly within a predetermined time (e.g., 3 seconds) when the change of transmission to D or R is detected within a predetermined time (eg. example, 5 seconds) after entering the start-up mode. Preferably, the controller 60 determines that sudden acceleration occurs if the rpm reaches from 2400 rpm to 4200 rpm within 1.2 seconds. When the vehicle is driven, the controller 60 does not detect the rpm except in the case of changing the transmission from N or P to D or R. In such a case, the controller 60 determines the sudden acceleration by repeatedly counting the number of rpm during a predetermined time (e.g., 3 seconds) when the change of transmission from N or P to D or R is detected. At this time, a microprocessor IC2 of the controller 60 receives the output signals from the mode input detection unit. of start-up 20, the rpm detection unit 30, the transmission change detection unit 40 and the ACC 50 detection unit through the PAO, PB2, PA1, PB3 input ports. The microprocessor IC2 also emits control signals to block the power to the motor and to ensure / release the brake through the PA4-PA6 output ports. With the use ** "• -" * - of the control signals, the controller 60 controls the blocking unit of the motor power 70 and the brake securing unit 80 to be braked and displays its state with the use of a transmitting diode of light LEDl. That is, the light emitting diode LED1 is for displaying if the apparatus operates normally and emits light for a predetermined time when it starts or changes the transmission. In addition, the controller 60 makes use of the output power of the ACC 50 detection unit with object to determine the sudden acceleration as follows. The accelerator output voltage is detected in the range of 0.2V-5V in the Engine Control Unit (ECU), which is proportional to the pressure exerted on the accelerator pedal. Sudden acceleration can occur without stepping accelerator pedal after starting the vehicle, but in some cases, a driver can press the accelerator pedal more or less after sudden acceleration occurs. In such a case, unintentional sudden acceleration and driver-oriented acceleration occur at almost the same time although there may be a time difference. At this time, in order to distinguish that the abrupt increase of the rpm is caused by the acceleration directed by the driver or the sudden acceleration not intentional, the proportional relationship between the voltage of "UU1 power output and engine rpm can be taken into consideration. The throttle output voltage to reach 4200 rpm may be possible under at least 1.0V. Based on 1. OV of the throttle output voltage, the accelerator pedal is pressed to a depth of approximately 50-60% to make 4200 rpm. The maximum output power of the engine is 4200 rpm at 1.0V and 6000 rpm at 1.43V. Therefore, if the increase of the rpm is detected together with 1.0V of the accelerator output voltage, the acceleration is considered as an acceleration oriented by the driver. However, if there is a sufficient time difference between times to detect the accelerator output voltage and the increase in rpm, it can be considered as a sudden acceleration. Therefore, the fact that the engine rpm increases proportional to and together with the accelerator pedal output voltage is considered as an intentional acceleration, that is, a normal driving state. However, if the engine rpm and the accelerator pedal output voltage increase with a time difference or the engine rpm increases even without the accelerator pedal being depressed, the controller 60 determines that the sudden acceleration occurs. and then ensures the engine and the brake.

The controller 60 can determine the sudden acceleration in another way. After memorizing the process of varying the accelerator output voltage in a separate programmable IC, the controller 60 compares the process of memorized variation with the input of the detection unit of the rpm 30. If they are proportional, the controller 60 determines which is normal, while, if they are not proportional or have a time difference, the controller 60 determines that sudden acceleration occurs. At this moment, the controller determination should be based on 4200 rpm. This is because the sudden acceleration makes at least 4200 rpm. The engine power blocking unit 70 includes a transistor Q8, which is turned on when the controller 60 issues a control signal to brake the motor and a relay RL1 to block the power supply to the motor when transistor Q8 is turned on. If the controller 60 detects sudden acceleration and issues a control signal to brake the motor to an output port PA6 for a predetermined time (about 3 seconds), the control signal is applied to the base of transistor Q8 through a resistor R27, which causes the transistor to turn on. That makes DC12V flow in a relay coil RL1, contact the point of an NC shorted and then supply power to the motor blocked, which slows the motor. In the figure, there is a DI diode to avoid reverse current and a connector CON10 is connected to the motor. The brake power blocking unit 80 includes a motor unit having a brake motor M for braking the vehicle, a braking power supply unit 80A for supplying the power to brake the brake motor M according to the brake securing control signal of the controller 60 and a brake release energy supply unit 80B for supplying power to release the brake motor M according to the brake release control signal of the controller 60. The unit Braking power supply 80A includes a transistor Q9, which is turned on according to the control signal to ensure the brake issued from the controller 60 at the time of sudden acceleration and a relay RL2 to secure the brake motor M to supply power forward to the brake motor M when transistor Q9 turns on. The brake release power supply unit 80B includes a transistor Q10, which is turned on when the controller 60 issues the control signal to release the brake motor M and a relay RL3 to release the brake motor M when supplying power inverse to the brake motor M when the transistor Q10 is ^^ ^^ MtUIHiikíi. turn on The LED2, LED3 light emitting diodes are provided to display the fact that the controller 60 outputs the brake securing control signal and the brake release control signal. In addition, the brake motor M of the brake securing unit 80 may have a reduction motor (30 rpm). The motor unit having the brake motor M is configured, so that a steel wire B connected to a brake pedal D is wound on a cylinder A having a cylindrical plate fixed to an axis of the brake motor M, through a roller C fixed to a lower part of a body E of the vehicle, as shown in figure 3. The cylinder A preferably has a diameter of 4.2 cm and an inner circumference of 13.85 cm. When the brake securing control signal is issued from the controller in the event of sudden acceleration, the brake motor M rotates for a predetermined time (eg, 1.5 seconds) in order to wind the steel wire B around the cylinder A , then it stops for a predetermined time (for example, 0.5 seconds) and then rotates backward in order to unwind the steel wire, which causes the brake to release. In such a brake securing unit 80, if the controller 60 detects sudden acceleration and issues the brake securing control signal to an output port PA5 for a predetermined time (approximately 1.5 seconds), the signal is applied to a base of transistor Q9 through a resistor R28, which causes transistor Q9 to turn on. Therefore, transistor Q9 flows DC12V at 5 a coil of relay RL2 to thus connect to a NO contact, which supplies power forward to the brake motor M. Then, the brake motor M is driven to DC12V and coils the motor. steel wire B to remove the brake pedal D and secure the brake. After a predetermined time, the controller 60 stops the emission of the brake securing control signal. That is, the controller 60 causes the output port PA5 to be Low. In addition, the output port PA4 outputs the brake release control signal through a resistor 29 of such that a transistor Q10 is turned on. When the transistor Q10 is turned on, the DC12V flows into a relay coil RL3 to thus connect to a NO contact. Then the relay RL3 supplies reverse energy (DC12V) to the brake motor M in order to unwind the steel wire B and recover the brake pedal D to its initial position. On the other hand, as another embodiment of the engine unit, the brake securing unit 80 can press a hydraulic brake with the use of a reduction motor in order to make a clear appearance to the no expose the steel wire externally. Such modality 'ÍTl. { tffj ******** - *. • • - »-» * - '- -. - »- - ~ - < - - .'.- ict .. it may employ an automatic electrical control method and is depicted in Figure 5. Referring to Figure 4, when the brake motor M rotates forward, a support member 81 fixed rotatably to the body E of the vehicle, pushes the brake hydraulic 82 to a direction shown by an arrow in order to brake the vehicle. At this time, the steel wire 87 is withdrby the brake motor M and then wound around the cylinder. When the drive motor M rotates in reverse, the hydraulic brake 82 is withdrin a direction opposite the arrow to release the brake. The unexplained reference number 86 designates a connection pin. Referring to FIG. 5, when the brake motor M rotates forward, a rod 83 rotatably connected to the axis 88 of the brake motor M slides just along an elongated guide hole formed along the length of the motor. an actuator 84 in order to push the hydraulic brake 82 to secure. When the brake motor M rotates in reverse, the rod 83 slides along the elongated guide hole of the actuator 84 in order to extract the hydraulic brake 82 to be released. The unexplained reference number 89 is an axle fixing screw. Figure 6 and Figure 7 show a procedure * - - - JA - - - - - -. -. . . . . .. . . á ...- A.- total of a method that prevents sudden acceleration according to the present invention. As shown in the figures, the method includes approximately one step of securing the brake by displacement of the safety when the start-up mode S100A is entered, a step to determine whether the transmission changes from N or P to D or R when introduces the start-up mode S100B, a control stage when the transmission is at N or P at an initial start-up of the vehicle S200, a control stage when the transmission changes from: N or P to D or R after of starting the S300 vehicle and a control stage when the transmission changes to D or R when driving the S400 vehicle. Step S100A, as shown in FIG. 8, includes the initialization steps of the system (the synchronizer and each counter) S110, check the status D or R of the transmission S120, determine whether the start-up mode is entered S130 and delay the introduction of the start-up mode (by 0.1 second) in order to avoid system errors when the start-up mode is entered and the S140 brake is secured. At this time, the brake is secured to prevent the vehicle from moving without the intention of the driver. Therefore, the present invention can have a function of automatic travel of the safety although the driver does not step on the brake pedal. Step S200, as shown in FIG. 8 and FIG. 9, includes the steps of checking the 2400 rpm S200A, checking the 2400 rpm S200B and braking the motor S200C. The verification step of the 2400 rpm S200A includes the steps of determining whether the rpm signal is High when the transmission is in the N or P state after determining that the transmission changes from N or P to D or R S211, causing the synchronizer to turn on (65.6 msec) for the controller 60 when the rpm signal is High S212 and it increases a count value of the counter COUNT1, which counts the pulses of the rpm S213. Then, the step S200A proceeds to the steps of determining if the value of the synchronizer is zero S214, determining if the signal of the rpm is High or Low when the value of the synchronizer is not zero S215, 216 and increasing the value of the counter C0UNT1 when the signal of the rpm changes from Low to High S213. In case the value of the synchronizer is zero in step S214, the verification step of the 2400 rpm S200A executes a step of increasing the value of a counter COUNT2, which counts a value corresponding to a first reference time (for example, 5 seconds) S217. The first reference time is previously set in the controller 60 to determine the sudden acceleration. The present invention employs the 65.5 msec synchronizer and the 65.5 msec synchronizer account 75 times for 5 seconds. Therefore, the counter C0UNT2 is set to count 75 times for 5 seconds. Then, the step S200A proceeds to the steps of determining whether the value of the counter C0U? T1 reaches 2400 rpm S218, comparing the value of the counter COUNT2 with a value of the first reference time (75: hereafter only referring to the first reference time) when the counter value COU? T1 is less than the 2400 rpm S219 and then release the secured brake in step SIOOA in case the value of the counter C0U? T2 is not less than the first reference time. At this time, the COUNT1 counter is for counting the 2400 rpm and the 4200 rpm in order to determine the sudden acceleration and therefore count 7 pulses corresponding to 2400 rpm and 10 pulses corresponding to 4200 rpm. The 7 pulses that correspond to the 2400 rpm and the 10 pulses corresponding to the 4200 rpm are described in more detail. Because the present invention employs the 65.5 msec synchronizer to count the rpm in the controller 60, the pulse numbers corresponding to 2400 rpm and 4200 rpm are 6 and 9 in real at 65.5 msec. In the fact that the present invention requires a time to reach 2400 rpm and 4200 rpm, all 7 There are no pulses at the moment of exceeding 2400 rpm and the 10 pulses at the time of exceeding 4200 rpm are used to determine the sudden acceleration. If the value of the counter COUNT1 is not less than 7 which corresponds to 2400 rpm, the step S200A proceeds to the step of checking the 4200 rpm S200B, while, if the value of the counter COUNT2 is less than the first reference time, it is repeats the verification stage of the 2400 rpm S200A. The verification stage of the 2400 rpm S200B includes the steps to determine if the transmission changes from? or P a D or R S230 and determine if the signal of the rpm is High when the transmission maintains? or P S231. If the rpm signal is High, the controller 60 causes the synchronizer to turn on (65.5 msec) S232 and increase a count value of the COU counter T1 S233. Then, step S200B executes the steps of determining if the value of the synchronizer is zero S234, determining if the signal of the rpm is Low or High if the value of the counter is not zero S235, S236 and then increasing the value of the counter COU? T1 if the rpm signal changes from Low to High S233. Such a procedure is similar with the verification stage of the 2400 rpm S200A. Furthermore, if the value of the synchronizing element reaches zero, the step S200B increases a value of the counter COU? T2 and a value of a counter COU? T3 to count the value corresponding to a third reference time (1.2 seconds) S237 . The third reference time is previously set in the controller 60 to determine the sudden acceleration in case the rpm increases 5 abruptly. Because the present invention employs the 65.5 ms synchronizer, the 65.5 ms synchronizer should count 19 times per 1.2 seconds. Therefore, the COUNT3 counter is to count 19 times to reach 1.2 seconds. Step S200B then proceeds to the steps of compare the value of the counter COU? T1 with 10 corresponding to the 4200 rpm S238 and compare the value of the counter COU? T2 with the first reference time if the counter value C0UNT1 is less than 10 S239. If the value of the counter C0UNT2 is less than the first reference time, the step of check of the 2400 rpm S200B is repeated. If the value of the counter COU? T2 is not less than the first reference time, the brake secured in step SL00A is released. If the counter value COUNT1 is not less than 10 which corresponds to 4200 rpm, the method executes the step of motor braking S200C. Step S200C includes the steps of determining if the accelerator pedal is pressed excessively at 4200 rpm S251. In other words, step S251 determines whether the output voltage detected in the ACC 50 detection unit is not less than 1.0V that corresponds to 4200 rpm. If the pedal is pressed no less ^^^^ i- > «» »., .-, t.A *,». «. . t _ * .... ...... i .. at 4200 rpm, step 251 proceeds to step S400. If the pedal is pressed less than 4200 rpm, the step S200C executes the step of comparing the value of the counter COUNT3 with a value corresponding to the third reference time (19).; hereinafter referred to as the third reference time) S252. If the value of counter COUNT3 is not less than the third reference time as a result of the comparison, step S252 proceeds to step S400. If the value of the COU counter T3 is less than the third reference time, step S200C executes the steps of determining whether the transmission is? or P S252 and brake the engine and secure the brake if the transmission is not? or P S254. If the transmission is? or P, step S253 proceeds to step S400. Figure 10 and Figure 11 show flow charts to illustrate step S300. After step S200 determines whether the transmission changes from? or P a D or R and release the secured brake in step S100A in case the transmission changes to D or R, step S300 executes the steps of checking the 2400 rpm S300A, checking the 4200 rpm S300B and securing the S300C motor . The verification step of the 2400 rpm S300A checks the 2400 rpm when the transmission is D or R. The step S300A is identical to the step S200A except that a second reference time previously established in the controller 60 to determine the sudden acceleration when the transmission changes to a driving state such as D or R is 3 seconds and therefore is not described in detail here. In the verification stage of the 2400 rpm S300A, the COUNT2 counter counts a value to count at 65.5 msec for 3 seconds (approximately 46). The verification stage of the 4200 rpm S300B is to check the 4200 rpm when the transmission is D or R. The verification stage of the 4200 rpm is also identical to the verification stage of the 4200 rpm S200B except that the second time of reference is 3 seconds and is not described in detail. The motor braking step S300C is executed when the counter value COUNT1 is not less than a value (10) corresponding to 4200 rpm. Step S300C includes the steps of comparing the counter value COU? T3 with the third reference time S351 and comparing the value of the counter COU? T2 with the second reference time if the counter value COUNT3 is not less than the third time of reference S352. If the value of counter COUNT2 is not less than the second reference time, step S350 proceeds to step S400. If the value of the COUNT2 counter is lower than the second reference time, the verification step of the 2400 rpm S300B is repeated. Also, if the value of the COUNT3 counter is less than In the third reference time, step S300C determines whether the transmission is N or P S353, then brakes the motor and holds the brake if the transmission is not N or P S354 and proceeds to step S400 if the transmission is N or P The control stage when the transmission changes to D or R when driving the vehicle S400 is shown in figure 12 and figure 13. As shown in the figures, step S400 includes the steps of checking the 2400 rpm S400A, checking the 4200 rpm S400B and braking the S400C engine, similar to stage S300. The verification step of the 2400 rpm S400A verifies whether the transmission changes from N or P to D or R S410 and executes the same procedure as step S300A if the transmission changes from N or P to D or R. The verification stage of The 2400 rpm S400B is identical to the verification step of the 2400 rpm S300B and is not described in detail. The motor braking step S400C includes an additional step of determining if the accelerator is pressed beyond a certain level compared to the motor braking step S300C. If the verification step of the 2400 rpm S400B determines that the value of the counter COUNT1 is not less than a value (10) corresponding to 4200 rpm, the step S400C determines if the accelerator is pressed excessively at 4200 rpm lais, ie , the output voltage of the ACC 50 detection unit is not less than 1. OV S450. If the accelerator pedal is pressed more than 4200 rpm, the verification step of the 2400 rpm S400A is repeated. If the accelerator pedal is pressed no more than 4200 rpm, step S400C performs the same procedure as the motor braking stage S300C. Second Mode Figure 14 is a block diagram for showing the configuration of an apparatus that prevents sudden acceleration according to the second embodiment of the present invention. As shown in the figure, the apparatus according to the second embodiment includes a unit for detecting the rpm 1 for detecting the drive of a motor and the rpm for determining the sudden acceleration, a transmission detection unit 2 for detecting a present state of the transmission and detecting that the transmission changes from a stop state such as P or N to a driving state such as D or R, a sudden acceleration detection unit 3 having a final port 3A to detect the acceleration Sudden when the output powers of the detection unit of the rpm 1 and the transmission detection unit 2 and a first synchronization pulse generating unit 4 to generate synchronization pulses for a predetermined time (for example, 3 seconds) ends. according to the output power of the detection unit of sudden acceleration 3. Further, the apparatus includes a motor power blocking unit 5 having a relay RL1 to block the power of a battery 12 to the motor when the first synchronizing pulse generating unit 4 generates a pulse of synchronization. The relay RL1 includes a relay coil connected to the first synchronization pulse generating unit 4 and a relay switch connected to the battery 12 via a fuse Fl and a key case 11. The apparatus also includes a control unit. braking 6 to brake the vehicle when the first synchronization pulse generating unit 4 generates a synchronization pulse, a brake release unit 7 connected to the braking unit 6 and the battery 12 to release the braking unit 6 when the braking unit 6 operates abnormally due to a circuit error and a braking power supply unit 8 having a relay RL2 to supply power to drive the braking unit 6 when the first generating unit of impulses from synchronization 4 generates a synchronization pulse. The relay RL2 has a relay coil connected to the first synchronization pulse generating unit 4 and a relay switch connected to the braking unit 6 and a sudden acceleration avoidance unit 9 described below. 25 The apparatus also includes the unit that prevents acceleration Sudden 9 connected to the relay RL2 and the brake release unit 7 to prevent sudden acceleration when driving the vehicle. The unit that prevents sudden acceleration 9 has a button switch, which always finds itself OFF when the driver presses the accelerator pedal to a predetermined level. Preferably, the push button switch is OFF when the engine rpm reaches 4000 rpm. The button switch is attached to the back of the accelerator pedal. The detection unit of the rpm 1 includes a second synchronization pulse generating unit IA to generate synchronization pulses for the purpose of counting the pulses of the rpm, an end port IB for terminating the detected rpm and the output power of the the The second synchronization pulse generating unit IA, counters, first and second, 1C, ID connected to the output ends of the final port IB to count the generated RPMs when the synchronization pulse of the second synchronization pulse generating unit IA is High, a reset unit 1E for resetting the counters, first and second, 1C, ID at each elevation edge of the synchronization pulse of the second synchronization pulse generating unit IA, detection units, first and second, IF, 1G connected to the counters, first and second, 1C, ID to detect the rpms With a predetermined time (eg, 600 rpm and 4200 rpm), a delay pulse generating unit ΔIH for delaying the output power of the first detection unit ΔF for a predetermined time (e.g., 2.5 seconds) in order to adjust the synchronization of the output powers of the first and second detection units IF, 1G and a final port II to terminate the output powers of the delay pulse generating unit ÍH and the second detection unit 1G. The transmission detection unit 2 includes a transmission state detection unit 2A for detecting whether the transmission is D or R, a transmission change detection unit 2B for detecting the transmission change from P or N to D or R and emits a signal when the The transmission changes from P or N to D or R, a third synchronization pulse generating unit 2C to generate synchronization pulses for a predetermined time (for example, 5 seconds) according to the signal of the change detection unit of 2B transmission and one RL3 relay for supply power to the delay pulse generator unit ÍH when switching according to the output power of the third synchronization pulse generating unit 2C. The braking unit 6, as shown in figure 15, includes an Ml motor, which operates only at At the moment that the polarity of the power supply changes, a steel wire 6B connected to the brake pedal 6D to wind around a rotation plate 6A connected to the engine Ml in order to brake the vehicle when the engine Ml. a fixed roller 6C is driven to the lower part of the vehicle body to wind the steel wire 6B around the rotation plate 6A. In the braking unit 6, a small gear 6-1 mounted to a motor shaft Ml is meshed with a large gear 6-2 mounted to the rotation plate 6A, such that the steel wire 6B can be wound around the rotation plate 6A. In a certain position of the rotation plate 6A, a fastening bolt 6-3 is provided to fix one end of the steel wire 6B. In addition, a circumference of the rotation plate 6A is preferably 23 cm. Referring again to Figure 14, the brake release unit 7 has a push button switch. The switch commonly gives connection to a left contact point in such a way that the motor Ml can be operated. If the switch is pressed for 2-3 seconds, the switch provides a connection at its right contact point in order to operate the Ml motor to release the brake unit. Relay RL2 has two relay switches to supply + or - power from battery 12 to stators ml, m2 of motor Ml. aaaaádÍ-d ^ U ^^ at.

In the second embodiment of the present invention as constructed above, the second synchronization pulse generating unit IA generates a synchronization pulse of which Alta corresponds to 0.1 seconds. At this time, a synchronization pulse period is 0.2 seconds and may vary. According to the synchronization pulse, the final port IB terminates the detected rpm and the output power of the second synchronization pulse generator unit 1A for the purpose of count the rpm generated when the timing pulses of the counters, first and second, 1C, ID are High. The reset unit 1E re-establishes the counters, first and second, 1C, ID in each edge of The synchronization pulse of the second synchronization pulse generating unit IA is increased in such a way that the counters, first and second, 1C, ID can count a motor rotation number only when the synchronization pulse is High. Now, the reason why the second synchronization pulse generating unit ÍA generates a synchronization pulse which is high of 0.1 seconds is described. 3000 rpm means that an engine turns 3,000 for 1 minute, giving signals that correspond to 50 for 1 seconds and 5 times 0.1 seconds. Therefore, at 600 rpm, a ^ • "- ^ - ^ * • - * • - - -" *. .. AAH? A * ..

Reference signal of 1 is generated on the basis of 0.1 second and a signal of 7 is generated at 4200 rpm in the fact that the present invention detects the base rpm of 0.1 seconds. The detection units, first and second IF, 1G detect 600 rpm and 4200 rpm. The 600 rpm detection is to determine if the engine is running, whose detection of 2400 rpm is to determine if sudden acceleration occurs. In the case of sudden acceleration, the RPMs commonly increase as much as 3600 rpm (600 rpm at 4200 rpm), which is impossible when pressing the accelerator pedal. Therefore, because the signal of 7 is not detected in a normal condition, the present invention determines that sudden acceleration occurs if the rpm reaches 4200 rpm within a predetermined time. Such sudden acceleration may vary according to the type, manufacturing company, engine displacement or characteristics of a vehicle. In addition, the output power of the first detection unit IF is delayed through the delay generating unit HI for approximately 2.5 seconds, which causes the synchronization of the output power of the first detection unit IF to adjust with the output power of the second detection unit 1G. The output powers of the pulse generator unit of delay and the Éliáit ^ MIMá.

Second detection unit ÍH, 1G are terminated in the final port II. The final port II emits a High signal when the detection units, first and second, detect 600 rpm and 4200 rpm respectively. At this time, the delay generating unit ÍH for driving receives power B + according to the switching of relay RL3. Such a process that supplies the power B + to the delay generating unit ÍH is as follows. First, the transmission change detection unit 2B detects that the transmission changes from P or N to D or R. If the transmission change detection unit 2B detects that the transmission changes from P or N to D or R, the The third synchronization pulse generating unit 2C generates pulses for a predetermined time (eg, approximately 5 seconds) according to the output power of the transmission detection unit 2B. Then, the relay RL3 changes from a contact point A to a contact point B and therefore the delay generating unit ÍH receives the power B + through the relay RL3. At this time, the third synchronization pulse generating unit 2C generates pulses only for a predetermined time (for example, approximately 5 seconds) in order to avoid sudden acceleration only when the vehicle is initially started or put back into operation. marches the vehicle after stopping it. This is because sudden acceleration does not occur when the vehicle is driving. The transmission state detection unit 2A detects that the transmission is D or R and then emits a High signal when the status D or R is detected. Accordingly, the final port 3A emits a High signal when the final port II and the transmission state detection unit 2A emits the signal High such that the first synchronization pulse generating unit 4 can generate pulses for a predetermined time (for example, approximately 3 seconds). If the first synchronization pulse generating unit 4 generates the synchronization pulse, the relay RL1 of the motor power blocking unit 5 forms a magnetic force due to the current flowing in the relay coil, which causes the relay switch change from contact point A to contact point B. Then, relay RL1 blocks the battery power supply to the motor in such a way that the motor stops its operation. At the same time, if the first synchronization pulse generating unit 4 generates the synchronization pulse, the two relay switches RL2 change from contact point A to contact point B due to the magnetic force flowing in the relay coil. of the RL2 relay. According to that, - the power of the battery is applied to the lower stator ml below a motor rotor Ml through the unit that prevents sudden acceleration 9 and the brake release unit, while + battery power it is applied to the upper stator m2 above the motor rotor Ml. This changes the polarity of the power supplied to the Ml motor. Therefore, the small gear mounted to the motor shaft Ml rotates and therefore the large gear meshed with the small gear rotates. Then, according to the rotation of the large gear, the roller 6C rolls in such a way that the steel wire 6B connected to the brake pedal 6D can be wound firmly around the rotation plate 6A through the roller 6C in order to brake the vehicle. In the fact that the circumference of the rotation plate 6A is 23 cm and the maximum depth for the brake pedal 6D is at least 15 cm, the rotation of the rotation plate 6A is not less than one cycle . Because the first synchronization pulse generating unit 4 generates the pulses only for approximately 3 seconds, the braking state is released after 3 seconds automatically. In case the braking state is not released due to an error in circuit, the push of the push button switch for 2-3 seconds causes the switch to a connection at its right contact point. Therefore, the Ml motor is actuated to release the brake. If a hand is placed outside the switch, the switch provides connection at a starting point or at a left contact point. A method in case of restarting the vehicle after the vehicle that shuts down is identical to the previous start-up method. On the other hand, if sudden braking occurs due to malfunction of the device that prevents sudden acceleration while driving the vehicle at a high speed, it can cause an accident. Therefore, if the driver presses the accelerator pedal sufficiently, the device determines that the driver demands high acceleration and causes the push-button switch of the unit preventing sudden acceleration 9 to turn OFF so as not to supply power to the driver. brake the Ml motor, which can prevent sudden braking. The numbers and times defined in the present invention as described above may vary according to the type of vehicle, manufacturing company, vehicle displacement, vehicle characteristics and so on, of course and many variations and applications will be possible. On the other hand, in another modality, the present - "-" • - ^. * -. * • **** • «« -invention you can perform total operations without the controller 60 if all the functions of the controller 60 are programmed in a Central Processor Unit (CPU), the which is a controller in an Engine Control Unit (ECU) of the vehicle. At this time, all operations of this mode are the same as other modes except that the CPU in the ECU executes all the functions of the controller 60 and will not be described. As described above, the present invention can brake a vehicle upon detecting sudden acceleration with the use of the transmission state and the value of the rpm, it can thus prevent accidents caused by sudden acceleration for safe driving and avoid sudden braking caused by the malfunction of the device that prevents sudden acceleration when driving the vehicle at a high speed, which can cause tremendous accidents.

Claims (25)

1. CLAIMS 1. An apparatus for preventing sudden acceleration of a vehicle comprising: means for detecting the entry of the start-up mode to detect the entry of a start-up mode; means for detecting the rpm to detect the rpm; transmission change detection means for detecting the change of a transmission; ACC detection means for detecting the acceleration introduced by the accelerator pedal; control means for recognizing inputs from the input detection means of the start-up mode, the rpm detecting means, the transmission change detection means and the ACC detection means, determining the sudden acceleration as a recognition result and then issuing control signals to brake an engine and secure / release a brake; the blocking means of the motor power to block the power supply to the motor according to the control signal blocking the motor tM **? *? * motor power from the control means; and the brake securing means for securing / releasing a brake motor according to the brake securing / releasing control signals from the control means. An apparatus according to claim 1, wherein the control means determines the sudden acceleration when the rpm increases abruptly in an initial start-up within a first reference time in case the transmission change detection means does not detect a transmission change signal from N or P to D or R and the detection means ACC detects that the acceleration introduced through the accelerator pedal is less than a reference voltage. An apparatus according to claim 1, wherein the control means determines the sudden acceleration when the rpm is abruptly increased within a second reference time stored in the control means in the event that the change detection means of Transmission detects a transmission change signal from N or P to D or R after the entry of a start-up mode. 4. An apparatus according to claim 1, wherein the control means determines the acceleration »& Sudden according to the output powers of the detection means of the rpm and the ACC detection means when the transmission changes from N or P to D or R and does not detect the rpm when the vehicle is driven. 5. An apparatus according to claim 1, wherein the blocking means of the motor power comprises: a switching transistor, which is turned on according to the control signal of blocking of the motor. 10 motor power from the control means; and a relay to block the power supply to the motor when the transistor is turned on. 6. An apparatus according to claim 1, wherein the means for blocking the power of the engine comprises: a motor unit having a brake motor for braking the vehicle; 20 a braking power supply unit for supplying power to the brake motor to secure the brake according to the brake securing control signal from the control means; and 25 a power supply unit of rirtüMÉHb aaaaáM ^ fc bi brake release to supply power to the brake motor to release the brake according to the brake release control signal coming from the control means. 7. An apparatus according to claim 6, wherein the brake motor is a reduction motor. 8. An apparatus according to claim 6, wherein the motor unit has a steel wire connected to the acceleration pedal, the steel wire being wound around a cylinder fixed to an engine shaft, through a fixed roller to the lower part of the body of the vehicle, in order to brake the vehicle. An apparatus according to claim 6, wherein the motor unit exerts a braking force by pushing a hydraulic brake into the brake unit with the use of a support member fixed in a rotatable manner to the body of the vehicle when the engine of the vehicle brake rotates clockwise and exerts, releasing force when removing the hydraulic brake with the use of the support member when the brake motor rotates counterclockwise. An apparatus according to claim 6, wherein the motor unit exerts braking or releasing force when pushing or removing a hydraulic brake in the brake unit with the use of a rod rotatably connected to the brake motor shaft, the rod being moved to the right / left according to the rotation clockwise or counterclockwise of the brake motor. 11. An apparatus according to claim 6, wherein the braking power supply unit comprises: a switching transistor, which is turned on according to the brake control control signal of the control means; and a relay to secure the brake motor by supplying power to the brake motor when the transistor is turned on. 12. An apparatus according to claim 6, wherein the braking power supply unit comprises: a switching transistor, which is turned on according to the brake securing control signal of the control means; and a relay to release the brake motor by supplying reverse power to the brake motor when the transistor is turned on. 13. A method for preventing sudden acceleration of a vehicle comprising: the first process of determining whether the transmission changes from a stopping state to a driving state, determining that there is no sudden acceleration in the event that the vehicle's rpm is not increase abruptly within a first reference time when the transmission is in the stop state, determine that 10 there is sudden acceleration in case the rpm increases abruptly with an input voltage of an accelerator under a reference voltage when the transmission is in the stop state and secure a brake of the vehicle; and a second process of determining the sudden acceleration again and whether or not the engine and the brake are secured in consideration of a transmission state, a rpm and an acceleration input in case the first process determines that it does not exist 20 sudden acceleration. A method according to claim 13, wherein the first process comprises the steps of: comparing the first and second times reaching the reference rpm with the first time 25 reference when the transmission is in > .., *. ... ^ > «» ««. ^^ the stop state, the first reference rpm and the second reference rpm being set to determine the sudden acceleration; proceed to the second process in case the first reference time is less than the first and second, time that the reference rpm reach and determine if the accelerator input voltage is lower than the reference voltage in case the first time reference is not less than the first and 10 second times that reach the reference rpm; Proceed to the second process in case the accelerator input voltage is not less than the reference voltage and compare a time that reaches the rpm of the first reference rpm to the second reference rpm with a third reference time in case that the accelerator input voltage is less than the reference voltage; Proceed to the second process in case the time reached by the rpm of the first reference rpm of the second reference rpm is not less than the third reference time and determine if the transmission is in the stop state in case of that the time reached by the rpm of the first reference rpm at the second reference rpm is less than the third reference time; If the transmission is in the stop state and the motor and brake are secured in the event that the transmission is in the stopping state, proceed to the second process. 5 vehicle move as a result of the determination. 15. A method according to claim 13, wherein the second process comprises the steps of: determining whether the transmission changes from 10 state of arrest to the driving state, then compare the first and second times that reach the reference rpm with a second reference time, establishing the second reference time to determine the sudden acceleration 15 when the transmission changes from the stop state to the driving state and then repeatedly check the change of the transmission in case the second reference time is less than the first and second, time that the rpm reaches. 20 reference; determine that an accelerator input voltage is less than a reference voltage to determine the sudden acceleration in case the second reference time is not less than the first and 25 seconds, time that the reference rpm reaches; * Proceed to the first process in case the acceleration input voltage is not less than the reference voltage and compare a time that reaches the rpm of the first reference rpm to 5 the second reference rpm with a third reference time in case the acceleration input voltage is lower than the reference voltage; proceed to the first process in case the time reached by the rpm of the first reference rpm to the second reference rpm is not less than the third reference time and determine if the transmission is in the stop state in case of that the time that the rpm of the first reference rpm reaches the second reference time is less than the third reference time; and proceed to the first process in case the transmission is in the stop state and secure the motor and the brake in which the 20 transmission is not in the stop status. 16. A method according to claim 13, further comprising a third process of determining that there is sudden acceleration in Cciso that the 25 rpm will increase abruptly within a second The reference time is when the first process detects that the transmission changes from the stopping state to the driving state and then ensures a motor and a brake. 17. A method according to claim 16, wherein the third process comprises the steps of: comparing the first and second times that reach the reference rpm with a second reference time to determine the sudden acceleration; determining that an acceleration input voltage is less than a reference voltage in case the first and second times that reach the reference rpm are not less than the second reference time; compare a time that the rpm of the first reference rpm reaches the second reference rpm with a third reference time in case the accelerator input voltage is lower than the reference voltage, establishing the third reference time to determine the sudden acceleration when the rpm increases abruptly; Verify that the vehicle moves in case the time reached by the rpm of the first reference rpm at the second reference rpm | ^^^ ^^^ is less than the third reference time; and secure the engine and brake in case the vehicle moves. 18. A method according to claim 13, further comprising the steps of: releasing the brake during transmission change from the stopping state to the driving state in the event that the brake is secured to move the safety catch when starting the brake; vehicle; and 10 proceed to the second process after releasing the brake in case the first process determines that there is no abrupt increase of the rpm within the first reference time. 19. A method for preventing sudden acceleration of a vehicle comprising: a first process of determining whether the transmission of a vehicle changes from a stopping state to a driving state after starting the vehicle; 20 a second process of determining that there is no sudden acceleration in case the abrupt increase in rpm is not detected within a first reference time when the vehicle is in an initial stop state as a 25 result of the determination of the first process, MHMÉ determine that there is sudden acceleration in case the rpm increases abruptly when an accelerator input voltage is lower than the reference voltage even in the stop state and assures 5 an engine and a brake; and a third process of determining the sudden acceleration in the event that the rpm increases abruptly within a second reference time when the transmission changes 10 changes from the stopping state to the driving state and secure the motor and the brake. 20. A method according to claim 19, wherein the second process comprises the steps of: comparing the first and second times that reach the reference rpm with the first reference time when the transmission is in the stop state; determine if the accelerator input voltage is lower than the reference voltage in case 20 that the first and second times reaching the reference rpm are not less than the first reference time; compare a time that reaches the rpm of the first reference rpm to the second rpm of 25 reference with a third reference time in case That the acceleration input voltage is lower than the reference voltage, establishing the third reference time to determine the sudden acceleration when the rpm increases abruptly; determine if the transmission is in the stop state in case the time reached by the rpm of the first reference rpm at the second reference rpm is less than the third reference time; and secure the engine and brake in case the transmission is not in the stop state. 21. A method according to claim 19, wherein the third process comprises the steps of: comparing the first and second times reaching the reference rpm with the second reference time; determining that an accelerator input voltage is less than a reference voltage in case the first and second times reaching the reference rpm are lower than the second reference rpm; compare a time that the rpm of the first reference rpm reaches the second reference rpm with a third reference time in case ^^ H ^^^^^ S? TM - - that the acceleration input voltage is lower than the reference voltage, establishing the third reference time to determine the sudden acceleration when the rpm increases abruptly; verifying if the transmission is in the stop state in case the time reached by the rpm of the first reference rpm at the second reference rpm is less than the third reference time; and secure the engine and brake in case the transmission is not in the stop state. 22. A method according to claim 19, further comprising a fourth process for determining the sudden acceleration in consideration of a transmission state, a rpm and an acceleration input in case the second process determines that there is no sudden acceleration and then determine whether or not the engine and brake are secured. 23. A method according to claim 19, further comprising the steps of: releasing the brake during the change of transmission from the stopping state to the driving state in case the brake is secured to move the safety lock after starting the brake; vehicle and proceed to the third process; and releasing the brake to move the safety in case the first process determines that there is no abrupt increase of the rpm within the first reference time. 24. A method for preventing sudden acceleration of a vehicle comprising: the first process of determining whether the transmission of a vehicle changes from a stopping state to a driving state after starting the vehicle; the second process of determining that there is no sudden acceleration in case the abrupt increase of the rpm is not detected within a first reference time when the first process determines that the transmission is in an initial stop state, determine that there is sudden acceleration in case the rpm increases abruptly when an accelerator input voltage is lower than a reference voltage even in the stop state and secure a motor and a brake; the third process of determining the sudden acceleration in case the rpm is aaa ^^^^^^^^^^^^^^ M ^ - ^^ - ^ iMMlMM Mtfi increase abruptly within a second reference time when the transmission changes from the stop state to the driving state and secure the motor and the brake; and the fourth process to determine the sudden acceleration in consideration of a transmission state, a rpm and an acceleration input in case the second process determines that there is no sudden acceleration and then determine whether or not the engine and the brake are clamped . 25. A method according to claim 24, further comprising the steps of: releasing the brake during the change of transmission from the stopping state to the driving state in the event that the brake is secured to move the safety catch when starting the brake; vehicle and proceed to the third process; and release the brake to move the safety in case the first process determines that there is no abrupt increase of the rpm within the first reference time and then proceed to the fourth process. 26. An apparatus for preventing sudden acceleration of a vehicle comprising: the means of detecting the rpm to detect the rpm in order to determine the drive of a motor and the sudden acceleration; the transmission detecting means for detecting the change of a transmission from a stopping state to a driving state; the sudden acceleration detection means for determining the sudden acceleration by using the output powers of the rpm detection means and the transmission detection means; the first means of generating synchronization pulses to generate synchronization pulses according to the output powers of the sudden acceleration detection means. the blocking means of the motor power to block the power supply of a battery to the motor according to a synchronization pulse of the first synchronization pulse generating means; the brake means for braking the vehicle according to the synchronization pulse of the first synchronization pulse generation means; the brake release means for releasing the braking means when the braking means operates abnormally; the means of braking energy supply aaÉB ^^ B ^. ^ jkMÍtfÉÉkla to supply braking energy from a battery to braking means according to the synchronization pulse from the first synchronization pulse generating means; and the means of preventing sudden braking connected to the braking energy supply means and the brake release means in order to avoid sudden acceleration when the vehicle is driven. 27. An apparatus according to claim 26, wherein the means for detecting the rpm comprises: the second synchronization pulse generating unit for generating a synchronization pulse for counting pulses of the rpm; a final port for terminating the output powers of the rpm detecting means and the second synchronization pulse generating unit; counters, first and second, each connected to an output end of the final port to count the pulses of the generated rpm when the synchronization pulse of the second synchronization pulse generating unit is High; a reset unit for restoring the first and second counter at each elevation edge of the synchronization pulse of the second synchronization pulse generating unit; the first detection unit connected to the first counter for detecting predetermined rpm in order to determine whether the motor is actuated or not; the second detection unit connected to the second counter for detecting other predetermined rpm 10 in order to determine the sudden acceleration; a delay pulse generating unit for delaying an output power of the first detection unit for a predetermined time for adjusting the output power synchronization of the first and second detection units; and a final port for terminating the output powers of the pulse delay generating unit and the second detection unit. 28. An apparatus according to claim 26, wherein the transmission detecting means comprises: a transmission state detection unit for detecting whether the transmission is M-j-riMÜMJI- ^^ is in a conduction state; a transmission change detection unit for detecting that the transmission changes from a stop state to the driving state; a third synchronization pulse generator unit for generating a synchronization pulse only for a predetermined time when the transmission change detection unit detects change of transmission; and a switching relay according to an output power of the third synchronization pulse generating unit in order to supply driving energy to the delay pulse generator unit. 29. An apparatus according to claim 26, wherein the means for blocking the power of the motor comprises a relay in which a relay coil is connected to the first synchronization pulse generating means and a relay switch is connected to the battery through a fuse and a key box. 30. An apparatus according to claim 26, wherein the braking means has a motor which operates only at the instant when the polarity of the power supply changes, the braking means brakes the vehicle when winding a steel wire, connected to a brake pedal, around a plate of rotation through a fixed roller to the lower part of the body of the vehicle when the engine is operated to brake the vehicle. 31. An apparatus according to claim 30, wherein the rotation plate is a cylindrical rotation plate having a gear attached thereto. 32. An apparatus according to claim 26, wherein the braking energy supply means comprises a relay having a relay coil connected to the first synchronization pulse generating means and a relay switch connected to the braking means and to the means that prevents sudden acceleration, the relay supplying braking power from the battery to the braking means when the first means of generating synchronization pulses generates a synchronization pulse. 33. An apparatus according to any of claims 1 to 12, wherein the control means is a central processor unit in a vehicle engine control unit. 34. An apparatus according to any of claims 26 to 32, wherein the control means is a central processor unit in a vehicle engine control unit. SUMMARY An apparatus and method to avoid the sudden acceleration of a vehicle that has an automatic transmission when acceleration is detected 5 sudden with the use of transmission status information and rpm. A controller determines that sudden acceleration occurs if the rpm increases abruptly within a first reference time In the state in which the transmission maintains a stop state, an output voltage of an accelerator pedal detected by an ACC detecting unit is less than a predetermined level after entering a start-up mode. In addition, the The controller determines the sudden acceleration if the transmission changes to a driving state and the rpm increases abruptly within a second reference time. When the vehicle is driven at a high speed, the controller detects the 20 sudden acceleration only when the transmission changes by repetitive counting of the rpm. The controller can also be a central processor unit in a vehicle engine control unit. 25 Such an apparatus and method can brake the vehicle lililHtliÉiiiÉÉtÉ ^ i i in case of sudden acceleration, thus avoiding accidents caused by sudden acceleration. ^^