# US 10,309,321 B2 · Acceleration control method through throttle dualization and vehicle using the same > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 10,309,321 B2 - Document ID: US10309321B2 - Status: Granted - Kind: B2 - Application number: 15/852,782 - Filed: 2017-12-22 - Published: 2019-01-03 - Granted: 2019-06-04 - Earliest claimed: 2017-06-29 - Assignees: Hyundai Motor Company; Kia Motors Corporation - Applicants: Hyundai Motor Company; Kia Motors Corporation - Inventors: Dong-Sun Kim; Su-Yeong Jang; Min-Gyu Jung - Web page: https://patentgrep.com/patent/US10309321B2 ## CPC - F02D 9/02: concerning induction conduits (throttle valves, or arrangements thereof in conduits F02D9/08) - F02B 37/18: by bypassing exhaust {from the inlet to the outlet of turbine or to the atmosphere} - F02B 37/24: by using pumps or turbines with adjustable guide vanes - F02D 11/02: characterised by hand, foot, or like operator controlled initiation means - F02D 11/105: {characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque} - F02D 41/10: for acceleration - F02D 2009/0213: {Electronic or electric governor} - F02D 2009/0228: {Manifold pressure} - F02D 2041/1422: {Variable gain or coefficients} - F02D 2041/1432: {the system including a filter, e.g. a low pass or high pass filter} - F02D 2200/021: Engine temperature - F02D 2200/0406: Intake manifold pressure - F02D 2200/101: Engine speed - Y02T 10/12: Improving ICE efficiencies - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G) - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract An acceleration control method through throttle dualization may include detecting a signal of an accelerator pedal scope (APS) by pressing of an accelerator pedal while a vehicle travels determines, by an electronic controller, whether the APS is rapidly changed, performing a first throttle response mode in which acceleration control is performed using a current intake manifold pressure when the APS is not determined to be rapidly changed, and performing a second throttle response mode in which acceleration control is performed using a target intake manifold pressure when the APS is determined to be rapidly changed. ## Claims ### Claim 1 An acceleration control method through throttle dualization comprising; detecting a signal of an accelerator pedal scope (APS) by pressing of an accelerator pedal while a vehicle travels by an electronic controller determining whether the APS is changed faster than a predetermined value, performing a first throttle response mode in which the acceleration control is performed using a current intake manifold pressure when the APS is not determined to be changed faster than the predetermined value, and performing a second throttle response mode in which acceleration control is performed using a target intake manifold pressure when the APS is determined to be changed faster than the predetermined value. ### Claim 2 (depends on 1) The acceleration control method of claim 1, wherein the second throttle response mode includes: monitoring data of a driving condition according to the traveling of the vehicle by the electronic controller and detecting the APS; detecting an acceleration response improvement condition of the vehicle when the APS is detected, and determining that the APS is changed faster than the predetermined value, after the acceleration response improvement condition is satisfied; determining a first throttle response parameter according to the target intake manifold pressure after the APS is determined to be changed faster than the predetermined value; determining a first required throttle opening for throttle response using the first throttle response parameter; and controlling a throttle valve by the first required throttle opening for throttle response to perform the acceleration control. ### Claim 3 (depends on 2) The acceleration control method of claim 2, wherein the driving condition includes an engine coolant temperature, an engine revolution per minute (RPM), a throttle valve operation time, a throttle valve opening angle, a flow rate of air, an intake manifold pressure, pressures at front and rear end portions of the throttle valve, an air amount, an intake air temperature, and a throttle valve flow rate. ### Claim 4 (depends on 2) The acceleration control method of claim 2, wherein the acceleration response improvement condition includes an engine cold state, an engine speed, and an acceleration control operation, and the acceleration response improvement condition is not satisfied when an engine is cold or idles, or the acceleration control is performed. ### Claim 5 (depends on 2) The acceleration control method of claim 2, wherein the acceleration response improvement condition includes a target air amount and a reference value for opening of the throttle valve, and the acceleration response improvement condition is not satisfied when the target air amount is exceeded or the throttle valve is open by more than the reference value. ### Claim 6 (depends on 2) The acceleration control method of claim 2, wherein the determining that the APS is changed faster than the predetermined value, includes: determining an APS variation to a current APS value; and determining the change of the APS faster than the predetermined value by a APS change index for the APS variation. ### Claim 7 (depends on 6) The acceleration control method of claim 6, wherein the APS variation is an APS increment per hour, and the APS change index is determined from a map of the current APS value and the APS variation. ### Claim 8 (depends on 2) The acceleration control method of claim 2, wherein the first throttle response parameter is a target throttle opening. ### Claim 9 (depends on 8) The acceleration control method of claim 8, wherein the target throttle opening is a target throttle opening determination value for response improvement according to the target manifold pressure. ### Claim 10 (depends on 8) The acceleration control method of claim 8, wherein the first throttle response parameter further includes a throttle delay time, an air regulator control speed, and a target throttle angle filtering time constant. ### Claim 11 (depends on 10) The acceleration control method of claim 10, wherein the throttle delay time is a throttle delay time determination value for response improvement according to the change of the APS faster than the predetermined value, the air regulator control speed is an air regulator control speed determination value for response improvement according to the change of the APS faster than the predetermined value, and the target throttle angle filtering time constant is a target throttle angle filtering time constant determination value for response improvement according to the change of the APS faster than the predetermined value. ### Claim 12 (depends on 2) The acceleration control method of claim 2, wherein the first required throttle opening for throttle response is determined by applying a flow velocity correction value, a flow rate correction value, and a throttle front-end pressure correction value to a required air amount. ### Claim 13 (depends on 1) The acceleration control method of claim 1, wherein the first throttle response mode includes: monitoring data of a driving condition according to the traveling of the vehicle by the electronic controller and detecting the APS; detecting an acceleration response improvement condition of the vehicle when the APS is detected, and determining that the APS is not changed faster than a predetermined value, when the acceleration response improvement condition is not satisfied or after the acceleration response improvement condition is satisfied; determining a second throttle response parameter according to the current intake manifold pressure; determining a second required throttle opening for throttle stability using the second throttle response parameter; and controlling a throttle valve by the second required throttle opening for throttle stability to perform the acceleration control. ### Claim 14 (depends on 13) The acceleration control method of claim 13, wherein the determination value of the second throttle response parameter is greater than the first throttle response parameter determination value according to the throttle response modes. ### Claim 15 A vehicle comprising: an electronic controller configured to detect an accelerator pedal scope (APS) by pressing of the accelerator pedal while the vehicle travels, to determine whether the APS is changed faster than a predetermined value, after determining an acceleration response improvement condition by an engine cold state, an engine speed, a target air amount, and a reference value for opening of a throttle valve, to determine a target throttle opening, a throttle delay time, an air regulator control speed, and a throttle angle filtering time constant according to a first throttle response mode using a target intake manifold pressure when the acceleration response improvement condition is satisfied or the APS is determined to be changed faster than the predetermined value, or to determine a target throttle opening, a throttle delay time, an air regulator control speed, and a throttle angle filtering time constant according to a second throttle response mode using a current intake manifold pressure when the acceleration response improvement condition is not satisfied or the APS is determined to not be changed faster than the predetermined value, and to perform acceleration control in the first throttle response mode or the second throttle response mode; and an engine system including the throttle valve which is controlled by the electronic controller and is provided in an intake manifold. ### Claim 16 (depends on 15) The vehicle of claim 15, wherein the electronic controller is connected to a mode control map, and an intake manifold pressure, pressures at front and rear end portions of the throttle valve, an air amount, an intake air temperature, a throttle valve flow rate, a throttle valve angle, and an operation time for response improvement are input, as data, to the mode control map. ### Claim 17 (depends on 15) The vehicle of claim 15, wherein the engine system further includes an air regulator, and the air regulator reduces a difference between a target air amount and a current air amount in the intake manifold. ### Claim 18 (depends on 17) The vehicle of claim 17, wherein the air regulator is a wastegate turbocharger (WGT) or a variable geometry turbocharger (VGT).