Abstract: In some implementations, the system may include a plurality of wheel speed sensors, each of the plurality of wheel speed sensors being configured to monitor the speed of a respective wheel of a vehicle. In addition, the system may include a central electronic control unit. The system may include a plurality of controlling devices, each of the plurality of controlling devices being communicatively coupled to at least one wheel speed sensor of the plurality of wheel speed sensors. Moreover, the system may include a central electronic control unit communicatively coupled to each of the plurality of controlling devices via a network connection and configured to process data received from each of the controlling devices.

Abstract: For operation of a hydraulic power vehicle braking system for autonomous driving, a brake pressure is generated using a second power brake pressure generator if, after a predefined first time span, no brake pressure or insufficient brake pressure has been generated using a first power brake pressure generator. The generation of the brake pressure using the second power brake pressure generator is aborted if, within a second time span, which is longer than the first time span, no error message is present from the first power brake pressure generator.

Abstract: A computer including a hardware interface wherein the hardware interface includes a first resistor with a first first resistor pin and a second first resistor pin, a second resistor with a first second resistor pin and a second second resistor pin, a transistor, a comparator; the first first resistor pin being coupled on the one hand to the first hardware interface pin and on the other hand to a first transistor pin.

Abstract: A method for determining a clearance of an electromechanical brake involves the following steps: Activating a clearance determination cycle for the brake, moving an electromechanical brake actuator by a drive motor into a first end position, moving the electromechanical brake actuator via the drive motor toward a second end position, continuously determining a rotor position and/or a motor current of the drive motor during the movement of the brake actuator toward the second end position, determining a contact position at which the brake pad comes into contact with the brake disc, on the basis of the rotor position and/or of the motor current, and determining a clearance and/or a degree of pad wear on the basis of the determined contact position. A suitable electomechanical brake and a respective control unit carry out the method.

Abstract: In accordance with exemplary embodiments, methods and systems are provided for automatically controlling braking of a vehicle during testing. In an exemplary embodiments, a testing assembly is provided that includes a roll test machine and a tester system. The roll test machine includes a flat surface, a plurality of rollers, and one or more optical controllers. The plurality of rollers are configured to engage a vehicle on the flat surface for testing of the vehicle. The one or more optical encoders are configured to generate wheel speed and brake force data for the vehicle during testing of the vehicle. The tester system includes a processor configured to at least facilitate generating instructions for brake pressure to be applied via a braking system of the vehicle during the testing of the vehicle.

Abstract: A local control unit for a brake system is described. The control unit serves to actuate an electromechanical brake of the brake system of a wheel and according to one exemplary embodiment has a first connection for a main power supply and a second connection for a generator which is coupled to the wheel and which provides a standby power supply for the control unit.

Abstract: A brake system for a motor vehicle, having a first hydraulic brake device configured to brake wheels on a first axle of the motor vehicle, a first control unit configured to control the braking operation of the wheels on the first axle; and a second hydraulic brake device configured to brake the wheels on a second axle of the motor vehicle, and a second control unit configured to control the braking operation of the wheels on the second axle. The first control unit is coupled with the second control unit via a communication channel. The first control unit and the second control unit are each configured to receive data that are relevant for the control of the braking operation, the first control unit furthermore being configured to transmit a data signal on the basis of the received data via the communication channel to the second control unit.

Abstract: A vehicle control system has a first communication network, a first operation component, a first vehicle control unit connected to the communication network and to the first operation component, wherein the first vehicle control unit is configured to control a first data connection between the first operation component and the first vehicle control unit by a first signal to the first operation component, and a second vehicle control unit connected to the first operation component, wherein the second vehicle control unit is configured to control a second data connection between the first operation component and the second vehicle control unit by a second signal to the first operation component. The first data connection and the second data connection can be controlled so that at least one of the first data connection and the second data connection is enabled or disabled.

Abstract: The ABS diagnostic tool is an electrical apparatus. The ABS diagnostic tool is configured for use with a vehicle. The vehicle further comprises an anti-skid braking system (ABS). The ABS forms the brake system of the vehicle. The ABS diagnostic tool is an interface device that electrically connects to the ABS. The ABS diagnostic tool provides electrical access to key elements of the ABS that allows for the use of electric tools, such as a multi-meter, in diagnosing maintenance issues associated with the ABS. The ABS diagnostic tool comprises a breakout circuit and the vehicle. The breakout circuit plugs into the ABS. The interface presented by the breakout circuits presents a plurality of terminal sets which are electrically accessible.

Abstract: An electronic control unit for vehicle capable of receiving a program by communication expands the received program in a volatile memory and executes the expanded program. As an example of this program, there is a program for changing a communication environment for communicating with another unit.

Abstract: Provided are a driving assistance device and a driving assistance method using the same, which are capable of guiding safe parking-in or parking-out by increasing engine torque and applying the increased engine torque to an engine control unit when there is no movement of a vehicle during automatic parking-in control or automatic parking-out control of the vehicle at preset engine torque and brake pressure.

Abstract: A roll control system (16) for an automotive vehicle (10) is used to actively detect if one of the plurality of the driven wheels (12) is lifted. The system generates a pressure request to determine if the wheel has lifted. By comparing the change in wheel speed of a driven wheel to a change in wheel speed threshold the wheel lift status can be determined. The wheel speed change threshold may be dependent upon various vehicle operating conditions such as powertrain torque, braking torque and/or longitudinal force on the vehicle.

Abstract: A method of controlling a three-wheeled vehicle comprises: determining a state of a load sensor associated with a portion of vehicle; selecting a first start mass when the load sensor is in a non-loaded state; selecting a second start mass when the load sensor is in a loaded state; determining at least one vehicle parameter during operation of the vehicle; determining a calculated mass based at least in part on the at least one vehicle parameter; determining an effective mass based at least in part on the calculated mass and a selected one of the first and second start masses; defining an output of an electronic stability system of the vehicle based at least in part on the effective mass; and controlling a stability of the vehicle using the output of the electronic stability system.

Abstract: An apparatus (10) is provided for controlling an actuatable restraint (14, 16) in a vehicle (12). An sensor (24) is mounted in the vehicle (12) and outputs an electrical signal having a characteristic indicative of a vehicle event. A discrimination circuit (42) is coupled to the sensor (24) and determines if a predetermined event occurred. A safing circuit (50) is coupled to the sensor (24) signal and sequestered from the discrimination circuit (42) for determining if the predetermined event occurred. An actuation device is actuates the restraint when both the discrimination circuit (42) and the safing circuit (50) determine the predetermined event occurred.

Abstract: The invention relates to an aircraft braking system having brakes with electromechanical braking actuators (103) adapted to press selectively against associated stacks of disks in order to generate a braking torque on associated wheels of the aircraft; at least one control module (130) receiving braking setpoints and responding by generating a braking command (121); and at least one power module (120) responding to the braking command by delivering AC power to the motors of actuators connected to the power module so that the motors develop a braking force corresponding to the braking setpoints. According to the invention, the control module includes a digital processor stage (131) and an analog processor unit (135).

Abstract: In a system and method for communicating data in a locomotive consist or other vehicle consist (comprising at least first and second linked vehicles), a first electronic component in the first vehicle of the vehicle consist is monitored to determine if the component is in (or enters) a failure state. In the failure state, the first electronic component is unable to perform a designated function. Upon determining the failure state, data is transmitted from the first vehicle to a second electronic component on the second vehicle, over a communication channel linking the first vehicle and the second vehicle. The second electronic component is operated based on the transmitted data, with the second electronic component performing the designated function that the first electronic component is unable to perform.

Abstract: There is provided a vehicle control apparatus. The vehicle control apparatus includes: an automatic return type select switch that receives an operation for selecting an operating condition of an automatic transmission and outputs a selection signal corresponding to the received selection operation; a switch controller that switches the operating condition of the automatic transmission in accordance with the selection signal output by the select switch; an emergency determining unit that determines whether or not the select switch has been operated consecutively at least a predetermined number of times within a predetermined period while the vehicle travels, and outputs an emergency operation signal when determining that the select switch has been operated consecutively; and a brake control unit and an electric parking brake control unit that apply braking to the vehicle on the basis of an operation by a driver and the emergency operation signal output by the emergency determining unit.

Abstract: A brake system for a mobile machine is disclosed. The brake system may have an anti-lock braking subsystem configured to calculate a maximum allowable brake command. The brake system may have a stability control subsystem configured to generate a desired differential brake command. The brake system may have a brake command adjustment subsystem. The brake command adjustment subsystem may be configured to calculate an ideal solution of a left brake command and a right brake command to satisfy a combination of the desired differential brake command and a desired total brake command. When the ideal solution is valid, the brake command adjustment subsystem may output the ideal solution as an actual brake command. When the ideal solution is invalid, the brake command adjustment subsystem may calculate a non-ideal solution of the left brake command and the right brake command.

Abstract: A main control device generates a first signal and a second signal, which is substantially equivalent to the first signal, in accordance with the input signal, a sub-control device includes a comparison-judgment-processing unit that compares the first signal with the second signal, and judges that an abnormality occurs when a state, in which a deviation between the both signals is greater than equal to a predetermined value, is continued in a time being equal to a first predetermined time, and a limitation unit is configured in such a way that the limitation unit adds a predetermined limitation to the output of the main control device in accordance with a result for which the comparison-judgment-processing unit judges that the abnormality occurs.

Abstract: A method for stabilizing a two-wheeled motor vehicle includes determining a current pitch angle of the motor vehicle, and limiting the pitch angle to a specified boundary pitch angle by an intervention using an intervention component of the motor vehicle causing the longitudinal acceleration of the motor vehicle to be influenced.

Abstract: Example embodiments disclose a drive system including a machine including a plurality of phases and configured to generate power based on a plurality of phase currents, each respectively associated with the plurality of phases and a direct current (DC) bus, operatively connected to the machine. The DC bus includes a high-side line, a low-side line, and an inverter including a plurality of switching systems, operatively connected between the high-side line and the low-side line, the plurality of switching systems, each configured to output a respective one of the plurality of phase currents. The drive system also includes a controller, operatively connected to the DC bus and the machine, the controller configured to determine if a failure exists in the drive system based on the plurality of phase currents and a DC bus voltage, the DC bus voltage being a voltage across the high-side line and the low-side line.

Abstract: A method and device for dual-channel transmission of safety-relevant sensor signals. In the method, two sensor signals to be monitored are generated parallel to one another by two sensors and the generated sensor signals are transmitted to a common evaluation unit via two separate, input-side transmission channels. Within the evaluation unit, the permissibility of the transmitted sensor signals is checked using prescribed calculation specifications that correspond to one another and an evaluation unit output signal representing permissibility or impermissibility is generated for each sensor signal. The individual processing steps of the two calculation specifications are decoupled by the evaluation unit for the two sensor signals and performed diversified within the evaluation unit. The generated output signals are output via two separate, output-side transmission channels.

Abstract: A method for demanding safety reactions for a rail vehicle having a plurality of appliances each able to demand a safety reaction when required, namely a braking process or a traction inhibit or both for the rail vehicle, includes: a) identification of a state in which one of the safety reactions should be carried out by one of the appliances, b) demanding the safety reaction by the appliance through a data bus, and c) feeding back information to the demanding appliance that the safety reaction has been carried out or intervening in a safety loop to initiate the desired safety reaction, if the safety reaction is not carried out.

Abstract: A vehicle brake system and method designed to maximize the contributions from a regenerative braking system, yet still provide adequate safety measures that address potential regenerative braking failure. According to one embodiment, the method determines both a requested deceleration from the driver and an actual deceleration experienced by the vehicle, and uses the difference between these two values to calculate a deceleration error that can be integrated over time and compared to an error threshold. If the integrated or accumulated deceleration error surpasses the error threshold, then the method may reduce or disable the regenerative braking system until it can confirm that it is operating properly.

Abstract: A communication system having at least one first and a second communication unit. The first communication unit has a counter memory unit which stores a counter value, and is designed such that the occurrence of a first communication event prompts the counter value in the counter memory unit to be changed in a defined first manner. At least the occurrence of a defined reference event is followed by the counter value in the counter memory unit being changed in a defined second manner. In the course of a second defined communication event, the first communication unit transmits the current counter value in the counter memory unit to the second communication unit.

Abstract: A controller system in which a plurality different main functions are integrated includes a plurality of microcontrollers. Each of the microcontrollers is associated with one of the main functions. At least one monitoring unit is implemented for the plurality of the main functions, for example a brake monitor and a comfort monitor. When the at least one monitoring unit detects a defect of a main function in the controller, only the defective main function is deactivated.

Abstract: An electromechanical braking system includes first and second electromechanical actuator controllers (EMACs) that each independently generate a complete set of drive control signals for an associated set of electromechanical actuators (EMAs). The drive control signals are generated in accordance with an antiskid algorithm to impart antiskid control to the braking of wheels associated with the EMAs. Drive signals for some of the EMAs from the set of EMAs are output by drivers of the first EMAC and drive signals for the other EMAs from the set of EMAs are output by drivers of the second EMAC. Drive control signals from one of the EMACs are used to control output the drive signals for all the EMAs from the set of EMAs, regardless of the EMAC in which the associated drivers are present. The drive control signals from the other of the EMACs are used as a backup set of drive control signals.

Abstract: In a system and method for communicating data in a locomotive consist or other vehicle consist (comprising at least first and second linked vehicles), a first electronic component in the first vehicle of the vehicle consist is monitored to determine if the component is in (or enters) a failure state. In the failure state, the first electronic component is unable to perform a designated function. Upon determining the failure state, data is transmitted from the first vehicle to a second electronic component on the second vehicle, over a communication channel linking the first vehicle and the second vehicle. The second electronic component is operated based on the transmitted data, with the second electronic component performing the designated function that the first electronic component is unable to perform.

Abstract: The method of maintaining optimal braking and skid protection for a two-wheeled vehicle wheel with a wheel speed sensor failure involves providing pulsed braking pressure to the affected wheel with the wheel speed sensor failure. If an incipient or initial skid on another wheel with a functioning wheel speed sensor has occurred, the pulsed braking pressure to the affected wheel is limited to the brake pressure command that caused the last incipient or initial skid on the other wheel, scaled by a factor for safety. Otherwise the pulsed braking pressure to the affected wheel is limited to be no greater than the greatest commanded brake pressure to the other wheel. The pulsed braking pressure is also limited to be less than the brake pressure commanded to the affected wheel.

Abstract: An electromechanical brake system and an associated method with a failsafe energy supply, have a first to fourth brake module with at least one control unit and brake actuation unit. In order to supply the modules with electrical energy, the control unit and the brake actuation unit are each connected to at least one main energy supply unit via independently fed lines. In order to supply additional electrical energy to the modules, a first emergency energy supply unit is connected to the control unit and brake actuation unit of the first and fourth brake module and a second emergency energy supply unit is connected to those of the second and third brake module, respectively via additional independently fed lines, wherein the selection of the energy supply unit is made via switches actuated at least partially separately from one another via at least one central control system.

Abstract: An electric braking system is provided for a road vehicle that includes at least one wheel connected for rotation to at least one rotary electric machine. At least one electronic wheel control module controls an electric machine of a corresponding wheel, The electric braking system includes: a central unit (3) for ensuring management of a vehicle displacement, the central unit controlling the at least one electronic wheel control module (23); a braking control available to a driver, the braking control being connected mechanically to at least: a first sensor (C1) outputting a vehicle braking control signal having a given amplitude representing a total braking force desired for the vehicle, and a second sensor (C2) outputting a vehicle braking control signal having a given amplitude representing the total braking force desired for the vehicle.

Abstract: Secure failure diagnosis of a brake switch is enabled with a simple configuration. Inconsistency detection is performed for output signals from two brake switches 6a and 6b provided such that an operation condition of a brake pedal 1 may be detected (S102), and when inconsistency is detected, after a certain time has passed from the relevant detection point, inconsistency detection is newly performed for output signals from the two brake switches 6a and 6b (S108), and when inconsistency is detected again, a determination counter performs count of a predetermined incremental value, those operation being periodically repeated (S110), and when a count value reaches a predetermined value ? after the determination counter performs the count, the two brake switches 6a and 6b are determined to be failed (S114 and S118).

Abstract: A method for operating a longitudinal driver assist system of an automobile, in particular an ACC system, wherein environmental data of the automobile are evaluated with respect to travel in a longitudinal convoy with at least three automobiles which include the automobile and at least two additional automobiles, which are driving immediately behind one another and each have an active longitudinal driver assist system. A convoy value is formed, and at least one operating parameter of the driver assist system is adapted depending on the convoy value.

Abstract: A vehicle comprising a seat defining a driver seat portion and a passenger seat portion, an electronic stability system, adapted to receive inputs from a load sensor, a wheel rotation sensor and a lateral acceleration sensor, the electronic stability system adapted to provide outputs to at least one of the brake system for braking the vehicle, and the engine control unit to change the power output transmitted to the wheels by the engine, the electronic stability system using a first calibration to determine the outputs when the load sensor is in a non-loaded state and a second calibration to determine the outputs when the load sensor is in a loaded state.

Abstract: A method and a device are described for scanning the surrounding environment of a vehicle. When the vehicle falls below a first boundary speed a timer is triggered whose state is incremented until the vehicle exceeds a boundary speed, a check of the unobstructed view of the scanning device being carried out upon expiration of the time period recorded by the state of the timer and in which the state of the counter is incremented.

Abstract: In a method for controlling at least one electromechanical parking brake unit in a vehicle, the current vehicle speed is detected by a speed sensor system in the form of a speed measuring signal, and a deceleration measuring signal displaying the current vehicle deceleration is detected by at least one acceleration sensor system. In the event of a defective speed signal or a failure of the speed sensor system, the electromechanical parking brake system is operated in an emergency operation mode wherein, at the beginning of a braking, a dynamic braking function is provided by the electromechanical parking brake unit. Advantageously, the current vehicle deceleration is determined from the deceleration measuring signal and compared with a pre-determined minimum deceleration value, and if the determined current vehicle deceleration falls short of the pre-determined value in the emergency operation mode, a static brake function is provided by the electromechanical parking brake unit.

Abstract: Methods and valve arrangements for controlling the flow of pressurized air from a tractor to a trailer reservoir and to a trailer spring brake chamber. In one exemplary embodiment, pressurized air from a tractor is supplied from a tractor to the trailer reservoir and to the trailer spring brake in different filling modes based on a user input. In another exemplary embodiment, pressurized service air is used to charge or partially charge the trailer reservoir.

Abstract: System for electrical braking of a road vehicle of which at least one wheel is linked in rotation to at least one rotary electric machine, at least one wheel drive electronic module 23 driving the electric machine or machines of one and the same wheel, comprising a central unit 3 ensuring the management of the movement of the vehicle, the said central unit controlling the wheel drive electronic module or modules 23, comprising a braking control at the disposal of a driver, the said control being linked mechanically at least to three sensors C1, C2, C3 delivering a control signal for braking the vehicle having a given amplitude representative of the total braking force desired for the vehicle, the said sensors C1, C2, C3 being distributed into a first group C1 and a second group C2, C3, in which the sensor (sensors) C1 of the first group delivers (deliver) its (their) control signal to the said central unit 3 and the sensor (sensors) of the second group C2, C3 delivers (deliver) its (their) control signal to t

Abstract: A method for controlling a brake system, which has pressure medium-activated wheel brakes and is at least partially electronic, and which is in a vehicle that includes at least two axles, including generating brake pressures for the wheel brakes on an axle in a pressure-controlled manner, and electronically regulating the brake pressures for the pressure medium-actuated wheel brakes on at least one further axle in terms of a brake pressure regulation for adjusting an actual brake pressure to a desired brake pressure. A related braking system device is also described.

Abstract: Systems and methods for dynamically stable braking are disclosed. A first electromechanical brake actuator controller may be placed in communication with a second electromechanical brake actuator controller, wherein each of the first electromechanical brake actuator controller and second electromechanical brake actuator controller are in communication with electromechanical brake actuators that are associated with the same wheel. The first electromechanical brake actuator controller and second electromechanical brake actuator controllers may then communicate electromechanical brake actuator status information and take corrective measures in accordance with the status information.

Abstract: A device and method for preventing a motor vehicle engine from stopping are described, which includes a device for preventing a motor vehicle engine from stopping in an automatic brake operation, the device including the following features of a unit for providing an engine speed signal that corresponds to the speed of the motor vehicle engine, and a brake interruption unit, which is developed to interrupt the brake operation if the engine speed signal assumes a value that lies below a predetermined threshold value, the threshold value being greater than an engine stop threshold value that indicates a minimum speed of the motor vehicle engine.

Abstract: A method estimates parameters for a self-energized brake mechanism having a moving part, a brake pad, a brake disc, a caliper, and a wedge profile. The method includes the following acts: applying the same actuator force to the brake mechanism and simultaneously to a dynamical model of the brake mechanism; calculating deviations based on measured state variables of the brake mechanism and simulated state variables of the dynamical model; and producing the estimated parameters by online minimization. A device is provided for executing the method.

Abstract: A hydraulic control system of continuously variable transmission includes: a first sheave pressure regulating valve (17) that regulates a line pressure (Pl), which is used for hydraulic control as a source pressure, to obtain a first sheave pressure (Pin); a fail-safe valve (19) that selects and outputs any one of the first sheave pressure (Pin) or a fail-safe hydraulic pressure (second sheave pressure Pout) that is applied to a drive pulley (21) at the time of a failure due to an excessive first sheave pressure (Pin) to the drive pulley (21); and a first regulator valve (12) and a second regulator valve (13) that regulate the line pressure (Pl). An output pressure (Psf) of the fail-safe valve (19) is supplied to the first and second regulator valves (12 and 13) in a feedback manner as a drive pulley (21) side hydraulic pressure to thereby regulate the line pressure (Pl).

Abstract: A mechanism for determining whether a malfunctioning sensor has returned to a normal or acceptable operating range. The mechanism includes controllers and methods that perform a “good check” on the sensor to determine whether the sensor has returned to normal or acceptable operation after a malfunction has been detected. When a previously-malfunctioning sensor passes the “good check,” warning lights (or tell-tale) indicators are shut off and systems that relied upon information from the malfunctioning sensor return to normal operation.

Abstract: A vehicle comprising a seat defining a driver seat portion and a passenger seat portion, an electronic stability system, adapted to receive inputs from a load sensor, a wheel rotation sensor and a lateral acceleration sensor, the electronic stability system adapted to provide outputs to at least one of the brake system for braking the vehicle, and the engine control unit to change the power output transmitted to the wheels by the engine, the electronic stability system using a first calibration to determine the outputs when the load sensor is in a non-loaded state and a second calibration to determine the outputs when the load sensor is in a loaded state.

Abstract: A fully electrically controlled electric braking system is provided for a road vehicle fitted with wheels (1). Each of the wheels is connected for rotation to at least one rotary electric machine (2) specific thereto, with at least one electronic wheel control module (23) controlling the electric machine(s) (2) of that wheel. Each electronic wheel control module (23) makes it possible to impart selectively to a corresponding wheel a control torque of determined amplitude and sign, in such a way that the corresponding wheel imparts to the vehicle a drive force or a braking force in accordance with the control torque. The system includes a central unit (3) for managing vehicle displacement, the central unit (3) controlling all the electronic wheel control modules (23). The central unit (3) has a vehicle braking mode activated by a vehicle braking control signal having a given amplitude representing a total desired braking force for the fully electrically controlled wheels.

Abstract: It is predicted whether a spin amount is tending to diverge and a vehicle is tending to become unstable, or the spin amount is tending to converge and the vehicle is tending to become stable. When the convergent tendency is predicted, a correction to reduce the spin amount is performed. As a result, the performance of a braking force control can be made difficult when the spin amount is tending to converge. Thus, it is possible to prevent an anti-spin control from being performed when there is actually no need to perform the anti-spin control, such as when the vehicle posture is correcting.

Abstract: Methods and valve arrangements for controlling the flow of pressurized air from a tractor to a trailer reservoir and to a trailer spring brake chamber. In one exemplary embodiment, pressurized air from a tractor is supplied from a tractor to the trailer reservoir and to the trailer spring brake in different filling modes based on a user input. In another exemplary embodiment, pressurized service air is used to charge or partially charge the trailer reservoir.

Abstract: A method of operating a drivetrain of a motor vehicle. The drivetrain comprises a drive aggregate formed as a hybrid drive with a combustion engine and an electric machine, and a transmission connected between the drive aggregate and a drive output. The drivetrain also comprises a pressure reservoir system with at least one pressure reservoir and at least one pressure generator by the combustion engine in order to fill the pressure reservoir. A pressure in the pressure reservoir of the pressure reservoir system is measured and a value of the actual pressure, in the pressure reservoir system, is compared with at least one threshold value. When the actual pressure value is higher than a threshold value, stopping of the combustion engine is permitted, whereas if the actual pressure value is lower than the threshold value, stopping of the combustion engine is not permitted.

Abstract: The present invention relates to a device for preventing sudden acceleration of an automobile that is installed in a power transmission structure disposed between a throttle valve and a motor for the throttle valve in the automobile, such that if the motor is activated by an electrical error at a state where an accelerator pedal is not depressed by a driver, the power generated from the motor is not transmitted to the throttle valve. The device for preventing sudden acceleration of an automobile fitted with an automatic transmission according to the present invention is configured wherein even though a motor opening and closing a throttle valve is activated by an electrical error at a state where an accelerator pedal is not depressed by a driver, the power generated from the motor is not transmitted mechanically to the throttle valve, thereby preventing casualty caused by sudden acceleration.