KR100895514B1 - Electronic accelerator position management system - Google Patents

Abstract

An electronic speed-up device location management system is provided to decrease the burden of a user for the exact manipulation of an accelerating pedal as the accelerating pedal is maintained with the fixed state. An electronic speed-up device location management system comprises: an electronic control unit(10) maintaining the fuel injection rate; a memory(13) storing all kinds of control data for the electronic control of the vehicles; a pedal sensor(25) constructing the pedal location information; and a fuel delivery system(30) by deciding the fuel injection amount.

Description

[0001] The present invention relates to an electronic accelerator position management system,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an acceleration device management system for a vehicle, and more particularly, to a vehicle control system for an accelerator pedal which is capable of accurately controlling an acceleration pedal by providing a means for providing an effect such as keeping a acceleration pedal at a constant position, The present invention relates to an electronic accelerator position management system for reducing a burden on a user for a constant speed and a constant fuel injection so as to increase a fuel consumption efficiency and thereby alleviate an economic burden on a user.

Recently, various attempts have been made to reduce fuel expenses due to high oil prices. These efforts to cut fuel costs are not limited to those who own and operate the vehicle, but are done both in the automobile manufacturer and in the automobile manufacturer. In particular, automobile manufacturers are working hard to take competitive advantage by producing better-fueled automobiles driven by better efficiency.

Although the increase / decrease of the fuel cost in the operation of the vehicle is related to various factors, the fuel cost is the most closely related to the increase / decrease of the fuel consumption. Such fuel consumption varies depending on various factors such as the degree of deterioration of the vehicle, the quality of the fuel, and the operating environment of the vehicle. In particular, among the various factors, it is most influenced by the driving habit of the user, and it is possible to make many effects by merely modifying the driving habit. However, it takes much effort to adjust the fuel use efficiency to only the driving habit, and it is not easy to achieve efficient fuel use.

For example, one of the most ineffective driving methods is rapid acceleration and sudden braking, which is recognized by users as a major cause of unnecessary waste of fuel. In this context, unnecessary repetition of acceleration and deceleration is a shortcut to increase fuel consumption. In other words, constant speed operation and flexible operation are the best ways to save fuel. Many drivers are aware of these issues, and although they are working to implement such driving methods, it is not easy to implement them by several factors.

Some of these factors are not easy to implement because they require excessive mental concentration and effort from the user. A typical example is the adjustment of the acceleration pedal. As described above, for efficient fuel consumption, it is necessary to maintain a stable speed and suppress the occurrence of rapid acceleration. To do this, the user must take the accelerator pedal smoothly to the desired speed and continue to take care that the accelerator pedal is in a fixed position at the desired speed. However, even if the user constantly presses the accelerator pedal, it often fails to perform due to various reasons such as vibration transmitted through the vehicle body, paralysis of the senses, foot pressing on the accelerated pedal, or subtle movements of the legs. As a result, the amount of fuel supplied to the engine becomes unnecessarily large at the moment, which causes fuel consumption to increase, thereby hindering fuel economy improvement. Further, in the case of unnecessarily supplied fuel, incomplete combustion is caused to cause combustion residues to remain in the engine cylinder, thereby lowering the overall efficiency, and further causing a secondary problem such as generation of soot.

It is therefore an object of the present invention to reduce the burden on the user for correct manipulation of the accelerator pedal by suggesting a means of providing an effect such as maintaining the accelerator pedal at a constant position by eliminating the short acceleration period for maintaining the speed And to provide an electronic accelerator position management system capable of increasing the fuel consumption efficiency by enabling a constant speed and constant fuel injection, thereby alleviating the economic burden on the user.

Another object of the present invention is to prevent incomplete combustion that may occur due to excessive fuel supply by eliminating an unnecessary excess fuel supply cause, thereby preventing smoke generation and deterioration of the efficiency of the engine and the system device due to combustion residue And an electronic accelerator position management system capable of running in an optimal fuel consumption state.

In order to achieve the above object, an electronic accelerator position management system according to the present invention is an electronic accelerator pedal position management system for controlling a fuel injection rate of fuel supplied to an engine of a vehicle, A pedal sensor for generating pedal position information in which the position of the acceleration pedal is recorded; Wherein the acceleration trajectory of the accelerator pedal is divided into a plurality of unit sections and one fuel injection rate is determined for each unit section to compare the stored injection data with the pedal position information, Wherein the control unit selects the fuel injection rate corresponding to the determined unit interval, and if the position of the accelerator pedal is variable but the position of the variable pedal belongs to the same one of the unit intervals, An electronic control unit for maintaining the fuel injection rate; And a fuel supply device for adjusting the amount of fuel supplied to the engine in accordance with the fuel injection rate from the electronic control unit to supply fuel to the engine according to a constant fuel injection amount determined for each unit section , And the unit injection data includes at least one of the number of unit sections, the length per unit section, and the fuel injection rate per unit section.
Wherein the unit injection data is set differently for each gear stage of the vehicle, the unit period determined for the lowest stage of the vehicle is defined as a preliminary unit section, and the unit injection data for the preliminary unit section is The injection amount is determined so that even when the acceleration pedal is pressed, fuel is supplied in the same amount as the fuel supply amount in the idling state.

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Wherein the vehicle further includes a speed sensor for measuring the running speed of the vehicle to generate speed information, wherein the electronic control unit uses the speed information and the pedal position information to determine whether the vehicle travels at a predetermined speed or more When the depression of the accelerator pedal is released, the amount of fuel to be supplied is smaller than the amount of fuel supplied in the idle state.

The unit injection data is variably set.

The electronic accelerator position management system according to the present invention provides a means capable of providing an effect such as keeping the accelerator pedal at a predetermined position by excluding a short rapid acceleration period for maintaining the speed, It is possible to reduce the burden on the user and to increase the fuel consumption efficiency by enabling the fuel to be injected at a constant speed and at a constant rate, thereby alleviating the economic burden on the user.

Further, the electronic accelerator position management system according to the present invention can reduce the incomplete combustion that may occur due to excessive fuel supply by eliminating an unnecessary excess fuel supply cause, thereby preventing the generation of soot, It is possible to prevent the decrease in the efficiency of the vehicle and to make the vehicle run in the optimum fuel consumption state.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. It should be noted that reference numerals used in the drawings in the drawings denote the same reference numerals whenever possible, in other drawings. In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear. And, some of the features shown in the drawings are exaggerated for ease of explanation, and the drawings and their components are not necessarily drawn to scale. However, those skilled in the art will readily understand these details.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an apparatus for realizing an electronic accelerator position management system according to the present invention.

1, an electronic accelerator position management system according to the present invention includes an electronic control unit 10, a memory 13, a pedal sensor 25, a fuel supply device 30 and an engine 40, do.

The electronic control unit 10 controls various electronic devices of the vehicle. Particularly, the electronic control unit 10 for the electronic accelerator position management system of the present invention is provided with the unit injection data SI previously set and stored in the memory 13 and the pedal position information SD And the fuel supply device 30 is controlled. Here, the pedal position information SD is information expressing the position of the pedal 20 operated by the user. The unit injection data SI is data in which the position of the pedal 20 is divided into several unit sections and the amount of fuel injection in each zone is determined. This will be described in detail with reference to the following drawings. For example, when the movable range of the pedal is divided into four unit sections and the respective injection quantities are defined, the electronic control unit 10 determines the unit section in which the pedal 20 is located according to the pedal position information SD , And receives the injection amount in the unit section from the memory (13). Accordingly, the electronic control unit 10 controls the fuel supply device 30 in accordance with the delivered injection amount, and the fuel supply device 30 supplies the fuel to the engine 40 by the predetermined injection amount.

The memory 13 stores various control data CD and unit injection data SI for electronic control of the vehicle. Further, the memory 13 provides the control data (CD) and the unit injection data (SI) at the request of the electronic control unit 10. [ The memory 13 may be included in the electronic control unit 10, and in this case, a memory 13 in the form of a semiconductor chip may be used. In addition, the memory 13 can be implemented as a separate device, and a device such as a hard disk and a universal serial bus (USB) memory can be used by being connected to the electronic control unit 10 through a connection device. However, the present invention is not limited thereto.

The pedal sensor 25 measures the position S of the acceleration pedal 20 and transmits the measured pedal position information SD to the electronic control unit 10. [ The pedal position information SD transmitted from the pedal sensor 25 is used as information for controlling the fuel supply device 30 by the electronic control unit 10 and is set in advance by the pressing value described in the pedal position information SD A predetermined amount of fuel is injected. The pedal sensor 25 may be either a contact type sensor or a non-contact type sensor. In the case of the contact type sensor, it can be easily realized by using the variable resistance, and in the case of the non-contact type sensor, it can be implemented by using the same sensor as the magnetic induction sensor. However, the present invention is not limited thereto.

The fuel supply device 30 mixes air and fuel under the control of the electronic control unit 10 and supplies it to the engine 40. In particular, when the electronic control unit 10 controls the fuel supply by the unit injection data SI, the fuel supply device 30 maintains the fuel ratio at a constant ratio in accordance with the pedal position information SD, And provides it to the engine 40. The fuel supply device 30 may be configured to include a device such as a fuel pump (not shown), a fuel injection device, and an air sensor.

The engine 40 uses the fuel supplied from the fuel supply device 30 to produce power. In addition, various sensors such as a sensor for sensing the position of the piston and a temperature sensor may be installed in the engine 40, and information from installed sensors is provided to the electronic control unit 10. [

2 is a diagram for explaining a unit injection data and an electronic accelerator position management system. 3 is an exemplary diagram for explaining the fuel injection rate by the gear unit of the vehicle.

As can be seen in FIG. 2A, the pedal 20 is moved along the limited trajectory D from the first point D1 without pressure to the second point D2 where the pressure is maximum. This limited trajectory is sensed by the pedal sensor 25, and the pedal position on the locus is transmitted to the electronic control unit 10 with the pedal position information SD.

On the other hand, FIG. 2 (b) shows the fuel injection rate according to the pedal position information SD indicating the pedal position. The electronic accelerator position management system according to the present invention injects a certain amount of fuel into each section in which the pedal 20 is positioned when the pedal 20 is depressed. The definition of such an interval and the amount of fuel injected in each section are recorded in unit injection data (SI).

The electronic accelerator position management system according to the present invention prevents unnecessary fuel consumption due to excessive fuel consumption and unintended adjustment of the pedal 20 by the user. To this end, the electronic accelerator position management system according to the present invention divides the pedal trajectory D into several sections S1 to S5, selects the fuel injection rate FI showing the optimum efficiency in each section , So that when the pedal is located in a specific section, or when the pedal has some flow within a certain section, the fuel is injected uniformly at a predetermined fuel injection rate FI in the section. 2B shows a case in which the trajectory D of the pedal is divided into five sections S1 to S5 and four sections S2 to S5 have constant fuel injection rates F1 to F4 An example is shown. Here, the number of sections S for distinguishing the trajectory D of the pedal can be increased or decreased as needed. Particularly, it is preferable to determine the number of the sections S in consideration of the fuel injection rate FI and the number of the sections S in accordance with the fuel injection rate FI in which the fuel economy of the vehicle is good. For example, if the vehicle is operated at a specific gear stage and the good fuel economy is obtained at three fuel injection rates FI, the section S can be divided into four or three sections. Here, the first section S1 of the section S that divides the trajectory D of the pedal 20 is a section that can be omitted, and avoids sudden vehicle reaction when the user's foot is raised on the pedal 20 Is set as a preliminary section. Therefore, it is advantageous for the vehicle to operate so that the first section S1, which is the preliminary section, exists only in the first gear of the vehicle, and the range can be reduced or omitted if necessary. The fuel injection rates F1 to F4 may be the amounts of the fuel mixed with the air but may be the same as the amounts of the fuel supplied in response to the locus D of the pedal 20 without applying the electronic accelerator position management system . That is, the fuel injection rate FI of the former may be a ratio of the amount of fuel contained in the mixer when the total amount of the mixture of fuel and air is 100. In the latter case, if the total ratio of the fuel contained in the mixer is 60% when the pedal 20 is fully depressed, it is converted into 100, and the value is set to a value having a constant ratio with respect to 100 converted according to the position of the pedal 20 . That is, in this case, when the fuel injection rate F2 is 40% in the third section S3, the amount of actually mixed fuel becomes 24% when the mixer is taken as 100. However, the present invention is not limited to this, and it is preferable that the fuel injection rate FI is selected and used by a user or a manufacturer that is easy to set and apply.

Fig. 3 shows the relationship between the fuel injection rate FI and the pedal position information SD for two stages of the vehicle gear. The unit injection data SI of the electronic accelerator position management system according to the present invention may have different intervals S depending on gear positions and different fuel injection rates FI for each section S. [ 3, the interval S for the first gear is divided into first to fifth intervals S11 to S15, and the fuel injection rate FI for the first to fifth intervals S11 to S15 corresponds to the first to fourth injection rates F11 to F14). The section S for the second gear stage is defined as the sixth to ninth sections S21 to S24 and may be determined to have the fifth to eighth injection rates F21 to F24 .

The length S of the first to fifth intervals S11 to S15 is determined to be equal to the length of the sixth to ninth intervals S21 to S24 of the second to fifth intervals S12 to S15, As shown in FIG. However, the lengths of the second to ninth sections S12 to S24 do not necessarily have to be determined. Preferably, the lengths of the respective sections are set to different lengths so as to have an optimum fuel injection rate FI.

Likewise, the fuel injection rate FI of each section S can be adjusted differently. It is preferable that the fuel injection rates F11 to F24 are also determined differently because the region of charge in one section S11 to S24 is different when the length of each section S is different. However, the pair (F11 and F21, F12 and F22, F13 and F23, F14 and F24) corresponding to one section of each stage may be set to have the same fuel injection rate FI, if necessary. However, the present invention is not limited thereto.

Then, the sections S11 to S24 may not continuously change the steps. That is, when the user depresses the pedal 20 for acceleration, the pedal 20 is operated step by step through the first to fifth sections S11 to S15 or the first to fourth sections S11 to S14, The pedal 20 is held at a position corresponding to the fourth section S14 by the user and can be directly shifted to the eighth section S23 of the second section of the gear. As the trajectory D of the pedal 20 changes, the first injection rate F11 -> the second injection rate F12 -> the third injection rate F13 ) -> fourth injection rate (F14) -> seventh injection rate (F23). However, these matters may be modified for optimum fuel economy in actual operation, and the present invention is not limited by the drawings and the description.

Further, the length of the unit section of the unit injection data SI, the number of unit sections, and the fuel injection rate per unit section can be variable. In particular, such unit injection data SI can be changed by the electronic control unit 10 during driving. In a situation where the unit injection data SI can be changed, for example, when the speed of the vehicle continuously increases or continuously decreases even though the fuel is being injected by the constant fuel injection rate FI, The unit injection data SI can be changed in various situations such as when the number of revolutions of the engine 40 of the vehicle falls below a reference value when the operation is excessively increased. The unit injection data SI can be automatically performed by the electronic control unit 10 by determining the running condition. Particularly, even if the fuel injection rate FI is the same, the operation of the vehicle can be changed due to reasons such as the weight of the vehicle, the condition of the vehicle, and the humidity in the atmosphere. Therefore, even if the electronic control unit 10 travels by the predetermined unit injection data SI, the speed of the brake, the number of times of the brake operation, the rotation of the engine of the vehicle It is possible to judge the state of the vehicle according to the driving situation such as the number and to change the unit injection data SI partially so that the optimum driving can be performed. For example, when a heavy load is loaded on the vehicle, the electronic control unit 10 may adjust the fuel injection rate FI upward to increase the amount of fuel supplied to the engine 40. Or when the speed of the vehicle traveling by the constant fuel injection rate FI continuously increases, the electronic control unit 10 adjusts the fuel injection rate FI downward to reduce the amount of fuel supplied to the engine 40 .

4 (a) is a view showing a displacement of the acceleration pedal 20 measured by the pedal sensor 25, and FIG. 4 is a view illustrating an actual application of the present invention. The figure shows fuel injection when an electronic accelerator position management system is applied.

4, the pedal 20 is pushed by the user from the first point of time t1 to the middle point of the fourth point of time t4 and the fifth point of time t5, as shown in the left figure (a) , The vehicle is accelerated. Thereafter, the acceleration is stopped from the vicinity of the fifth time point t5, and the pedal 20 is operated to maintain the speed. Thereafter, after the short acceleration before and after the seventh time point t7, the deceleration advances before and after the eighth time point t8.

As shown in FIG. 4 (a), the fuel injection amount gradually increases by the operation of depressing the pedal 20 until the acceleration period (t1 to t4), and the vehicle accelerates. On the other hand, in the deceleration sections t5 to t6 and the stable sections t6 to t7, the user performs the operation of the pedal 20 to decelerate the speed to a desired level and keep the speed at a constant level. Therefore, in the stabilization period (t6 to t7), the user repeats acceleration and deceleration in short intervals to maintain a constant speed. Acceleration and deceleration repetition in this stable period (t6 to t7) induce momentary overfueling of the fuel. Further, as the acceleration and deceleration are repeated, the electronic control unit 10 changes the ignition timing to the vicinity of the top dead center, so that the explosion efficiency is somewhat deteriorated, and the overall efficiency is lowered due to the repeated decrease of the efficiency.

When the electronic accelerator position management system of the present invention is applied to the operation of the pedal 20, the fuel injection rate FI is adjusted as shown in FIG. 4 (b). Here, the vertical axis in FIG. 4 (a) shows the position of the pedal on the movable locus D of the pedal 20, and the horizontal axis shows the time. 4, the actual position (0, d1 to d5) of the pedal is defined as a position near the origin (0) and the second point (D2) corresponding to the first point D1 of the locus (d1) to d4 (d5). 4, the first position d1 corresponds to the arbitrary position of the pedal 20 to which the preliminary section S0 belongs and the second position to the fifth position d5 corresponds to the position of the pedal 20 belonging to the first to fourth sections S1- S4) of the pedal 20, as shown in FIG. More specifically, while the position of the pedal 20 passes through the first point d1 and reaches the second point d2 (t1 to t2), the fuel injection is started at the first injection rate f1 ). Thereafter, the vehicle is accelerated gradually through the steps from the second to the fourth injection rates f4, and the deceleration and the speed are stabilized through the third injection rate f3 and the second injection rate f2.

In more detail, the displacement of the pedal 20 is constantly changed during the period from the sixth point of time t6 to the seventh point of time t7 in the left side of FIG. . However, since the displacement of the pedal 20 belongs to the section having the one injection rate f2 in the right side (b), the injection rate f2 is kept constant even if the position of the pedal 20 is slightly changed . Therefore, the engine 40 can maintain a constant speed of the vehicle by performing a constant rotation by constant fuel supply and producing stable power, and in addition, the user can directly control the fuel injection amount by operating the pedal 20 A stable fuel supply is achieved.

5 is an exemplary view for explaining a fuel cut operation, and is an example of a fuel injection relationship according to a pedal position and an elapsed time.

Referring to FIG. 5, the electronic accelerator position management system according to the present invention supplies fuel by a predetermined injection rate FI as described above in order to reduce fuel consumption. In addition, the electronic accelerator position management system according to the present invention further reduces fuel consumption during inertial travel, thereby further improving fuel economy.

As shown in FIG. 5, the user proceeds through the acceleration, deceleration, and the like until the first time point t1. FIG. 5 shows an example in which acceleration is continuously performed by continuously stepping on the pedal 20 until the first time point t1. In this way, during the period of increasing the speed, there occurs a section in which the pedal 20 is not depressed like the section from the first time point t1 to the third time point t3. This section is a section caused by inertial running, and is mainly a section occurring on the signal front, the downward slope of the expressway, and the downhill slope. That is, the vehicle travels with little or no power from the engine 40 due to tilting of the road and inertia of the vehicle. In such a period, the vehicle normally operates the engine by reducing the supply of fuel to the engine 40, such as a period between the first time point t1 and the second time point t2. Further, in such a situation, when the engine and the power shaft are connected, the engine is maintained at a higher engine speed than the fuel injection amount by the external force. In this situation, the amount of fuel supplied to the engine is the same as that in the idle state, and when the coaxial connection with the engine is disconnected, the engine operates at the same number of revolutions as the idle speed.

The engine operation in this idling state is also referred to as idling, and the electronic control unit 10 supplies only the minimum amount of fuel for maintaining the rotation of the engine 40. [ Such an idle state is achieved by stopping the operation of depressing the pedal 20 by the user and supplying the fuel supply to such an extent as to maintain the idle state when the depression of the pedal 20 is released.

However, the fuel supply of the idle state is intended to maintain the number of revolutions and the operation state by the self-drive of the engine 40, and the situation is different when the reverse is applied to the outside. In other words, in the case of a vehicle traveling in a running vehicle, especially a place such as a downhill, it is possible to continue to travel due to inertia and the weight of the vehicle. In particular, in the case where the gear is engaged in the state of running by an external force such as inertia and the weight of the vehicle, that is, when the engine 40 and the drive shaft are connected, even if fuel is not supplied to the engine 40, The engine 40 is continuously rotated by the applied force, and the operating state of the engine 40 is maintained.

Therefore, even if the engine 40 is not supplied with fuel to maintain the idle state, the engine 40 can be rotated to some extent. By applying this, in the electronic accelerator position management system of the present invention, traveling is performed by an external force in the running state, and when the user does not press the pedal 20, the amount FC of fuel supplied to the engine 40 (FID) for maintaining the idle state, thereby further reducing the consumption of fuel. That is, the electronic accelerator position management system of the present invention determines the operation of the pedal 20 of the user and the driving state of the vehicle so that when the driving is performed by the external force during driving, the fuel injection (FC) Minimize supply. The electronic control device 10 can compare the pedal position information SD transmitted from the pedal sensor 25 with the speed information sensed by another sensor (not shown) Do. That is, when it is detected that the pedal operation of the user is canceled in a state where the speed higher than a predetermined value is detected, the electronic control unit 10 performs the fuel cut injection (FC) .

When the speed of the vehicle falls below a predetermined level due to the continuation of the brake operation or the deceleration in the course of the fuel cut injection FC, or when the operation of the pedal 20 occurs, the fuel cut injection FC is stopped, Fuel injection resumes according to the vehicle condition. In FIG. 5, the vehicle is driven by the external force from the first time point t1 to perform the idle state fuel injection (FID), and the fuel cut injection FC is performed from the second time point t2. The pedal 20 is operated by the user at the third time point t3 while the fuel injection is performed until the third time point t3 and the pedal 20 is positioned in the first section S1 Fuel injection is performed by the first injection rate F1, and the fuel cut injection FC is released. In this way, unnecessary use of fuel can be reduced while maintaining the normal operation state of the engine 40, thereby improving fuel efficiency.

6 is a flowchart illustrating an operation of the electronic accelerator position management system according to the present invention.

Referring to FIG. 6, the electronic accelerator position management system according to the present invention includes a unit injection data creation step S100, an execution step S200 of the electronic accelerator position management system, a pedal position information creation step S300, (S600) and a fuel supply control step (S700). The idle state determination step (S400) includes a fuel injection step (S600) for determining an idle state S550), a setting speed comparison step S650, a furcartot spraying step S750, and a foul cut stop determination step S850.

The unit injection data generation step S100 is a step of dividing the driving range of the pedal 20 into a predetermined section and determining the fuel injection rate FI for each section. The unit injection data SI generated at this stage is determined so as to optimize the operation of each vehicle based on information such as vehicle type, vehicle type, and vehicle condition. The determined interval S may be determined to have a different interval range and a different number of intervals according to the number of gears, and may be set to have a constant interval regardless of the number of gears. Also, the fuel injection rate FI in each section may be set differently for different sections of the gear stages, or may be set to be the same. The setting of the unit injection data is adjusted so as to have an optimum fuel economy in consideration of the characteristics and the operation of the vehicle. The unit injection data SI thus set is stored in the memory 13 of the electronic control unit 10 or stored in a separate storage unit so as to be electrically connected to the electronic control unit 10. [

In the execution step (S200) of the electronic accelerator position management system, the electronic accelerator position management system is executed to control the use of the fuel according to the driving of the vehicle. Such an electronic accelerator position management system is executed by a switch operated by a user by placing a separate switch in the vicinity of the driver's seat or by selecting a condition for selecting the operation of the electronic accelerator position management system, It is also possible to operate it in a condition after inputting it to the controller 13. Further, it is also possible to activate the function of the electronic accelerator position management system at the same time as starting the vehicle, thereby controlling the driving of the vehicle, thereby not limiting the present invention. In the electronic accelerator position management system execution step (S200), the electronic control device (10) executes the electronic accelerator position management system in accordance with the pedal position information (SD) transmitted from the pedal sensor Fuel injection is controlled.

The pedal sensor 25 continuously detects the change of the position of the pedal 20 in the pedal position information creating step S300 and transmits the detected result to the electronic control unit 10 by creating the pedal position information SD .

The idle state determination step S400 is a step for determining whether or not the operation of the pedal 20 of the user has occurred for operation by the idle state, the fuel cut state, or the fuel injection rate FI. In the idle state determination step S400, it is determined whether the pedal 20 has been operated by the user using the pedal position information SD. The electronic control unit 10 determines that the pedal 20 is in the running state when it belongs to one of the predetermined sections and proceeds to the next step. However, if it is determined that the pedal 20 is located in the section corresponding to the idle state, the electronic control unit 10 determines that the pedal 20 is in the idle state or the fuzzy cut state, and proceeds to the step S550 to S850 .

The interval determination step S500 compares the pedal position information SD and the unit injection data SI when it is determined that the vehicle is in the running state in the idle state determination step S400. The electronic control unit 10 determines that the current position of the pedal 20 recorded in the pedal position information SD in the section determination step S500 is within a predetermined period of the plurality of sections recorded in the unit injection data SI .

The injection rate determination step S600 is a step of confirming and determining the fuel injection rate FI for the section S identified in the previous step S500 through the unit injection data SI. The electronic control unit 10 checks the fuel injection rate FI for the section in which the position of the pedal 20 belongs in the injection rate determination step S600 from the unit injection data SI, The fuel supply amount is determined. The injection rate determination step S70 may be performed almost simultaneously with the interval determination step S500.

The fuel supply control step S700 is a step in which the amount of fuel supplied to the engine 40 is regulated and constantly supplied in accordance with the degree of fuel supply determined in the previous step S600. In the fuel supply control step S700, the electronic control unit 10 controls the fuel supply device 30 in accordance with the determined fuel supply amount, that is, the fuel injection rate FI. In accordance with the control from the electronic control unit 10, the fuel supply unit 30 controls devices such as an injector, a supply and a suction unit, and controls the supply of fuel contained in the mixer supplied to the engine 40.

A constant fuel is supplied for each section according to the movement of the pedal 20 by such a series of processes, and the pedal position information creation step S300 to the fuel supply control step S600 are repeatedly performed to maintain the running. In addition, as the position of the pedal 20 is changed, the above-described processes are repeatedly performed, and the injection rate FI suitable for the position of the pedal 20 is determined to optimize the fuel efficiency.

On the other hand, if it is determined in the idle state determination step (S400) that the idle state is determined, a corresponding process is performed. This process includes an idle state fuel injection step S550, a set speed determination step S650, a fuzzy cut injection step S750, and a foul cut stop determination step S850.

The idle state fuel injection step S550 determines the fuel supply amount so that the state of the vehicle can be recognized as the idle state or the fuel cut state in the previous step S400 so as to maintain the idle state for the minimum drive of the engine 40, Is supplied to the engine (40). The idle state fuel injection step S550 is a state in which the electronic control unit 10 recognizes that there is no operation of the pedal 20 from the user in the previous step S400 and also confirms that the operation of the engine 40 is maintained to be. Therefore, in the idle state fuel injection step S500, the electronic control unit 10 controls the fuel supply device 30 by determining the supplied fuel amount in accordance with a predetermined value for driving the engine 40. [

The set speed determination step S650 is a step of determining whether or not the vehicle is running while the operation of the pedal 20 is not detected by the user, and determining whether or not the fuel injection (FC) is necessary when the vehicle is running. In the set speed determination step S650, the electronic control unit 10 receives the vehicle speed information from the speed sensing device and determines whether the vehicle is running or not. Further, when it is determined that the vehicle is running, the electronic control unit 10 determines whether the speed of the vehicle has a value equal to or higher than the set speed so as to determine whether or not the fuel injection (FC) is necessary. At this time, when the speed of the vehicle is smaller than the set speed, the electronic control unit 10 recognizes that the fuel injection FC is unnecessary and maintains the fuel injection rate FI to maintain the idle state. Then, the process returns to the above-described pedal position information creation step S300, and the subsequent steps are repeated. On the other hand, if the current speed of the vehicle has a value equal to or higher than the set speed, the fuel cut-off step S750 is performed.

In the fuel cut injection step S750, the electronic control unit 10 determines that the fuel cut injection FC is necessary according to the conditions determined through the above-described setting speed determination step S650, To the engine (40). If the current speed of the vehicle is equal to or higher than the set speed through the determination of the set speed S650, the electronic control unit 10 determines that the vehicle is currently running and is traveling by an external force such as downhill or inertial running. If so, the electronic control unit 10 recognizes the current state as a state in which the fuel injection (FC) is required, and proceeds through a series of processes. In the fuel cut injection step S750, the electronic control unit 10 recognizes the required fuel injection amount in the fuel cut-off (FC) state according to a predetermined setting, and controls the fuel supply device 30 based on the fuel injection amount to supply the fuel .

The fuel cut stop determination step (S850) is a step for determining whether to stop the fuel cut injection (FC). The electronic control unit 10 continuously recognizes the state change of the vehicle so as to prevent the engine 40 from sudden stop and maintain stable running when the fuel cut-off injection (FC) state is maintained. Particularly, in the case of the fuel cut injection (FC), when the speed of the vehicle decelerates below the reference level, the vehicle vibrates and the operation of the engine 40 is severely interrupted. Therefore, the electronic control unit 10 continuously determines whether the running speed of the vehicle is equal to or higher than the reference value in order to determine whether or not to keep the fuel cut injection FC. Thereby, the electronic control device 10 controls the fuel supply device 30 so that the fuzzy cut injection (FC) is continuously performed when the speed of the vehicle falls within a range in which the fuel injection (FC) can be maintained. On the other hand, when the speed decelerates to the reference value or less, the electronic control unit 10 stops the fuel cut injection FC and controls the fuel supply device 30 to supply the fuel by the fuel injection amount in the idle state. The electronic control unit 10 also continuously checks whether or not the pedal 20 has been operated by the user through the pedal position information SD. When the pedal 20 is operated by the user through the pedal position information SD, the electronic control unit 10 stops the fuel cut injection FC and, as described above, by the unit injection data SI Fuel injection and vehicle driving.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, And the like. Accordingly, such modifications are to be considered as falling within the scope of the present invention, and should be determined by the claims set forth in the claims of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing an apparatus for realizing an electronic accelerator position management system according to the present invention; FIG.

2 is a view for explaining a unit injection data and an electronic accelerator position management system.

3 is an exemplary view for explaining a fuel injection rate by a gear stage of a vehicle.

4 is an exemplary diagram for explaining an actual application of the present invention;

5 is an exemplary diagram for explaining a fuzzy cut operation;

6 is a flowchart illustrating an operation of the electronic accelerator position management system according to the present invention.

Description of the Related Art

10: Electronic control unit 13: Memory

20: acceleration pedal 25: pedal sensor

30: fuel supply device 40: engine

Claims (6)

delete An electronic accelerator pedal position management system for controlling a fuel injection rate of fuel supplied to an engine of a vehicle, A pedal sensor for measuring the depression of the accelerator pedal of the vehicle and generating pedal position information in which the position of the accelerator pedal is recorded; Wherein the acceleration trajectory of the accelerator pedal is divided into a plurality of unit sections and one fuel injection rate is determined for each unit section to compare the stored injection data with the pedal position information, Wherein the control unit selects the fuel injection rate corresponding to the determined unit interval, and if the position of the accelerator pedal is variable but the position of the variable pedal belongs to the same one of the unit intervals, An electronic control unit for maintaining the fuel injection rate; And a fuel supply device for adjusting the amount of fuel supplied to the engine in accordance with the fuel injection rate from the electronic control unit to supply fuel to the engine according to a constant fuel injection amount determined for each unit section , The unit injection data Wherein the data is data including at least one of the number of unit sections, the length per unit section, and the fuel injection rate per unit section. 3. The method of claim 2, Wherein the unit injection data is set differently for each gear stage of the vehicle, Wherein the unit section determined for the lowest stage of the gear stages of the vehicle is defined as a preliminary unit section, Wherein the unit injection data for the preliminary unit section is determined such that the amount of fuel injected is equal to the amount of fuel supplied in the idling state even when the accelerator pedal is depressed. delete 3. The method of claim 2, The vehicle further includes a speed sensor for measuring the running speed of the vehicle to generate speed information, The electronic control unit Wherein when the depression of the accelerator pedal is released while the vehicle is traveling at a predetermined speed or more using the speed information and the pedal position information, Wherein the control means controls the device. 3. The method of claim 2, Wherein the unit injection data is variably set.

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