KR20020035521A - The method and apparatus for prevention incline car - Google Patents

Abstract

PURPOSE: An inclining preventing device for a vehicle in case of straight running and a method thereof are provided to improve the riding comfort by mounting an element for applying friction force or resistance force to a steering shaft by the viscosity or direct friction. CONSTITUTION: An inclining preventing device for a vehicle in case of straight running includes a fixing shaft ring(8) formed at a side of a steering shaft(4) for generating resistance force and friction force, a plurality of disc type ring protrusion parts(9) protruded from the fixing shaft ring outwardly, an inner cover(7) surrounding the protrusion parts, a viscous material or an electrorheological Fluid(10) filled in a space part in the inner cover, an electromagnetic coil(6) for applying magnetic force to the electrorheological fluid, and an outer cover(5) surrounding the above parts and mounted with the steering shaft in the center.

Description

Vehicle driving prevention method and device therefor when driving straight {The method and apparatus for prevention incline car}

The present invention relates to a vehicle tilt prevention method and apparatus for driving in a straight line, in detail, the present invention relates to a vehicle tilt prevention method and a device for driving straight to prevent the phenomenon that the vehicle is pulled to one side when the driver releases the steering wheel when driving straight. ,

In general, vehicle tilt may be defined as a characteristic of a vehicle that is oriented in one direction regardless of the intention of the driver, such as 1-A and 1-C, when the driver releases his hand from the steering wheel when driving straight as shown in FIG. 1. .

For example, if you drive straight on the highway and the driver touches the steering wheel for any action, the vehicle will not continue to drive straight and will be turned left or right. Otherwise, the phenomenon is limited to straight driving. This is a problem directly related to driver's safety. However, in the case of a vehicle in which the vehicle is pulled, it is necessary to apply a constant force to the steering wheel in the opposite direction to drive the vehicle. .

In the case of vehicle pulling, most automobile companies are also conducting a pulling evaluation on finished cars and are known to set and manage their own management scope. Focus is also one of the major evaluation items that consumers value in the US market. However, the vehicle pull is not a phenomenon in which a vehicle or tire is limited to one part but a characteristic of a vehicle in which various factors can have a complex effect. In fact, even if there is a problem with the vehicle, the tilting may occur, and even if the tire is wrong, the tilting may occur.

First, the factors related to vehicle tilt can be divided into vehicles, tires, and externals. The vehicle-related factors are known as the main vehicle factors such as the difference between the camber of the left and right wheels of the vehicle and the left and right caster differences of FIG. 3 as shown in FIG. 2. In the case of the camber, as shown in Fig. 2, the deflection occurs due to the difference in the lateral force of the left and right wheels generated by the camber angle with respect to the road surface. In case of 2-A, the camber of left and right wheels exists, but the force generated by the camber in the left and right wheels cancels out, and in case of 2-B and 2-C, the sum of the force generated by the camber This is the case where the right side and the left side are generated due to the right side or the left side.

3 shows the definition of casters. Even in the case of casters, if the left and right caster angles are the same, it does not affect the tilting. However, if the caster angle of the left wheel is larger than the caster angle of the right wheel, the caster angle of the left wheel and the caster angle of the right wheel are Larger caster angles may affect the right hand deflection. And in terms of tires, there are largely the factors of manufacturing characteristics, conity, and P.C., a design characteristic factor. Conity is a characteristic in which the tire generates a lateral force in one direction, such as the effect of a cone, regardless of the direction of travel, as shown in FIG. 4, when the tire is mounted on the left and right sides of the vehicle as shown in FIG. In the case of 5-A, the right tilt may occur. In the case of 5-B, the left tilt may occur.

PFA is a value that can be obtained by the relationship between the lateral force and the vertical moment of the tire. Fig. 6 is a diagram showing a relationship between a force and a moment of a tire in general, and PFA is a vehicle pull defined by a relationship between a lateral force and a vertical moment occurring at a small tire slip angle appearing in the hatched portion of Fig. 6. Related tire characteristic value. This portion is enlarged as shown in FIG. As shown in FIG. 7, when the tire has a lateral force and a vertical moment with respect to the slip angle, it may be defined as a lateral force generated at the tire slip angle 7A where the vertical moment becomes zero. In the case of PFA, the tire has inherent pulling characteristics. If it has a negative value, it has a left tendency, and a positive value has a right tendency. The larger the value, the larger the propensity to pull.

In addition, there are related factors such as road gradient and transverse wind as external factors related to tilting. In the case of Fig. 8, there is a significant difference in the road slope according to different driving directions for different countries.

In the case of the Republic of Korea, it travels to the right side of the road, as in 8-A, but in the United Kingdom and Japan, it travels to the left side of the road, as in 8-B. This difference in road slope can affect vehicle tilting. For example, in the case of a vehicle running without tilting in Korea, it is a case of driving straight while generating lateral axial force corresponding to the road inclined to the right. The left lateral axial force generated by the vehicle and the influence of the inclination of the road slope inclined to the left are combined, resulting in a lean to the left.

In addition to the differences in these countries, the degree of gradient may vary according to precipitation or differences in road construction standards according to regulations. That is, the tilting characteristics of the vehicle may change according to the degree of road slope. However, due to the characteristics of vehicle development, it is impossible to match all the regional characteristics of the road conditions with different road conditions, since the focus is on the development centered on the general area rather than the diversity of all areas. In addition, cross wind is a factor that may affect vehicle tilting. However, we haven't seen a case where the vehicle was developed by devising a way to eliminate the tilting by considering the wind.

In the case of vehicle tilting phenomenon involving various factors such as vehicle, tire, and road slope, the known solutions are designed to improve the harmonization performance of a vehicle by considering the suspension alignment characteristics of the vehicle and the PRF characteristics of the tire. For example, if the vehicle has a right orientation, there is an activity to improve the vehicle's tilting characteristics by guiding and offsetting the PD characteristics of the tire to the left, and also in terms of manufacturing, the camber difference between the left and right wheels of the vehicle and the caster car In addition, there are activities to reduce manufacturing deviations such as tire consistency.

The present application aims to develop a device aimed at fundamentally solving a vehicle's tilting phenomenon including a variety of road conditions that vary from region to region and the limit of activity to reduce the coordination and manufacturing variation of the key related factors of the vehicle and tire.

Existing Technology I

I will explain how to reduce the vehicle tilt. First, the definition of the deflection described in FIG. 1 is described again in FIG. 9 in terms of the lateral axial force and the handle moment. In Fig. 9, when comparing the lateral axial force of the front wheel and the handle moment generated in the vehicle before and after releasing the hand, the lateral axial force generated in the vehicle is zero since the vehicle does not generate the tilt before releasing the hand. In the case of the handle moment, the 9-A and 9-C vehicles with the pull should be applied with a constant moment. However, if you let go of the hand, the handle moment will be zero, and if there is no tilting characteristic, as in the case of 9-B vehicles, the lateral axial force may be zero.However, for 9-A and 9-C vehicles with tilting characteristics, Lateral axial forces are generated, resulting in tipping of the vehicle.

As described above, the principle of the vehicle tilting can be described in detail with reference to FIG. 10. FIG. 10 shows the relationship between the lateral axial force of the front wheel and the handle moment generated according to the steering wheel angle while the vehicle is driving. The vehicle tilt was defined as the phenomenon in which the vehicle is displaced in the lateral direction when the driver releases his hand while driving straight ahead. The phenomenon can be seen in terms of force and moment.

In the case of a vehicle with a tilting phenomenon, driving straight ahead before releasing it means that the lateral axial force generated in the front wheel axle is zero. However, in a vehicle with a tendency to lean, the lateral axial force is zero. The handle moment should be applied to make it possible. As a result, the handle moment C at the handle angle B at which the lateral axial force becomes zero is applied when driving straight before releasing the hand. In this situation, when the handle is released, the moment applied to the handle is moved in the direction (D) where it becomes zero.

In this case, the handle angle rotates slightly to the right and the handle angle moves to the handle angle D where the handle moment becomes zero. In this case, the horizontal axial force (C), which was 0 before releasing the hand, is generated to the left (-) side as the lateral axial force (E) at the handle angle (D) where the moment of the handle becomes zero. Done. That is, when the hand is released from the handle, the pulling occurs due to the transverse axial force E of the front wheel generated at the handle angle D at which the moment of the handle becomes zero. If the force occurs to the right side, the right pull occurs, if the left side goes to the left side, the larger the left pull, and the larger the value, the more severe the pull.

Until now, activities aimed at reducing the tendency of vehicle and tire companies have been aimed at minimizing the transverse axial force (E) of the front wheel axle when released, ie at the point (D) where the handle moment becomes zero. In other words, the main activities are designed to improve the coordination performance of the vehicle considering the suspension alignment characteristics of the vehicle and the PFA characteristics of the tire, and the camber difference between the left and right wheels of the vehicle, the caster car, and the concentricity of the tire. Attempts to minimize the transverse axial force of the front wheel shaft at the point where the handle moment becomes zero through activities for reducing the manufacturing deviation of the back are known as a general direction of activity.

The continuity of these activities is necessary to solve the vehicle tilting phenomenon. However, looking at the limitations of these activities, first of all, it takes a lot of time and improvement cost to achieve the design goal or reduce the deviation in manufacturing. In particular, in terms of vehicle companies, it can take a lot of time and money to reduce deviations, costs for inspections, and handling costs in case of customer complaints in the market. It is necessary to change the tire pattern and structure, which can additionally cost a lot of time and money.

Even in the case of such improvement efforts, it is difficult to fundamentally improve the tilting phenomenon by reducing the defect rate by reducing the deviation rather than the fundamental solution. In addition, vehicle tilt is highly influenced by the conditions of road slope, and as mentioned above, it is virtually impossible to match the diversity of all regions due to the characteristics of vehicle development.

Existing Technology II

Through patent investigation related to tm tiering, we examined existing technologies and examined whether they were related to existing patents. Steering neutral compensation device (Public Publication No. 1997-0041034) is installed in the steering gearbox and is calculated when the average value has a constant torque error value by averaging the steering torque value over a certain time at 40 / km / h or more. It is a concept that uses an assist motor as much as a vehicle. However, in this case, it is difficult to determine whether the driver is inclined if he intentionally turns a corner with a large radius, and when driving the torque compensation momentarily, the driver's momentum changes due to the momentary change in the force applied to the steering wheel. exist.

It also makes sense to maintain the neutrality of the steering gearbox itself with assist motors in addition to conventional steering. In the case of the electronic steering system of the vehicle (Special 1998-068895) and the safety steering device and method (Special 1998-050756) when driving on a turning road, the driver may be able to steer close to the steering inadequate or close to the steering intention with the driver when turning. It is to provide a steering device to enable. In addition, in the case of the auxiliary suspension device using the steering hydraulic pressure (Special 2000-0060941), the steering of the vehicle body during turning, that is, cornering, that is, the control of the roll in which the vehicle is inclined sideways, is mentioned in this application. This is a different characteristic from the tendency related to driving performance.

The present invention, in order to solve the above problems, in consideration of the external factors such as the vehicle and tire-related factors, road gradients and lateral wind as described above, to install a resistance or frictional force generating device on the steering shaft to drastically improve the driving problem when driving straight It is a technical object of the present invention to provide an apparatus for preventing vehicle tilting during straight driving, which is improved to prevent the vehicle from tipping when the driver releases the steering wheel.

1 is a detailed view of a vehicle characteristic that is directed in one direction when the driver releases his hand from the steering wheel when driving straight;

Figure 2 is a detail of the pulling phenomenon according to the camber of the vehicle left and right wheels

3 is a left and right caster angle detail view

4 is a detailed view of the consistency of the tire.

Fig. 5 is a detail view of the direction of pull due to concentricity when the tire is mounted on the vehicle.

(5-A) Right tilt, (5-B) Left tilt

6 is a relation between the force and the moment that a tire generally has

Fig. 7 shows tire PD characteristics that generate small slip angles.

8 is the difference of the road slope according to the different driving direction for each country

Fig. 9 is a diagram showing the relationship between the transverse axial force and the handle moment of the front wheels generated in the vehicle before and after releasing the hand while driving;

10 is a relation between the lateral axial force of the front wheel and the handle moment generated according to the steering wheel angle while the vehicle is driving;

Fig. 11 is a relation between the lateral axial force and the handle moment of the front wheel that the vehicle generates at the steering wheel angle;

Figure 12 is a detailed view of mounting the vehicle anti-vehicle device when driving straight of the present invention

Figure 13 is a detailed view of the effect on the road gradient of Figure 8

Figure 14 is a detailed view of the vehicle tilting prevention device when driving straight

15 is a detailed view of another example of the vehicle tilting prevention device of the straight driving of the present invention;

<Description of the Drawings>

Steering (rack and pinion gear) (1), resistance or friction force generator (2), handle (3), steering shaft (4), outer cover (5), electromagnet coil (6), inner cover (7), ring protrusion (9), fixed shaft rings (8, 8 '), viscous material (10), solenoid device (11)

In order to achieve the above object, the present invention relates to a vehicle tilt prevention method and a device for driving in a straight line to prevent the vehicle from tilting by applying friction or resistance to the steering shaft by viscosity or direct friction to the steering shaft.

The application concept of this apparatus is explained as follows.

In Fig. 11, the relationship between the transverse axial force of the front wheel and the steering wheel moment generated by the vehicle at the steering wheel angle is shown. Of course, the steering wheel angle here means the steering wheel angle of less than 30 degrees to the left and right as in the small tire slip angle of FIG. In general, there is a relationship of about 20: 1 between the steering angle and the tire steering angle. As described above, the vehicle tilting is caused by the transverse axial force (E) of the front wheel generated at the steering wheel angle D at which the moment becomes zero when the hand is released from the steering wheel during the straight driving.

At this time, if the handle is released from the handle moment (C) value at the point (B) where the lateral axial force becomes zero, it moves to the point (D) at which the moment applied to the handle becomes zero. 4) the handle moment generated when the friction force or the resistance (Fig. 11 hatched part) is released from the handle by mounting a device (2) capable of generating resistance or friction as shown in FIG. Since it is larger than C), the transverse axial force of the front wheel shaft is kept as it is (B) without moving to the point (D) where the handle moment becomes zero (B) so that the vehicle's tipping does not occur.

That is, if the resistance or frictional force indicated by the hatched portion in Fig. 11 is set larger than the handle moment (C), the hand is released by failing to move in the direction (D) where the handle moment decreases within the range smaller than the frictional or resistance. It is possible to maintain the straight forward state, that is, the state (B) in which the transverse axial force becomes zero. In the case of the deflection to the right, the friction can be prevented by using the same reason.

In the case of the present application, there is an object to prevent the phenomenon of pulling by making a simple device that generates a constant resistance or friction such that the pulling does not occur according to the characteristics of each vehicle. The effect on the apparatus can also be described for the case where the road gradient is different. In FIG. 13, the effect on the road slope described in FIG. 8 is illustrated. If the road slope is 0 degrees, if the vehicle is not tilted, if the road slope is 1 degree to the right, releasing the hand will move the steering wheel to the point (G). ) Occurs to the right of the right side, and the right pull and the road slope to the left of 1 degree, if you let go, the handle moves to the point (D) where the handle becomes zero. It occurs to the left of (-) and left pull occurs.

However, when equipped with this device that generates resistance or friction, the steering wheel is required to drive straight when the road slope is +1 degree (lower right side of the driving direction) or -1 degree (lower left side of the driving direction). Due to the magnitude of the moments (C, F), the transverse axial force of the front wheels is kept at 0 (B) without moving to the point (D, G) where the moment of the steering wheel becomes zero (B) does not cause the vehicle to pull.

The maximum amount of resistance or friction that the device can generate may vary depending on the characteristics of the vehicle. However, considering the performance related to driving in a straight line, it is possible to set the value smaller than the steering force applied to the vehicle.The reason for setting the maximum frictional force and the resistance of the device within such a small range is the performance related to the driving performance in the case of vehicle tilting. As a result, more than a certain amount of resistance or friction is not related to the pulling characteristic, and more than necessary friction or resistance may cause deterioration of vehicle performance and safety problems. In addition, in terms of miniaturization of the equipment, it is advantageous to set a small friction or resistance.

As a device capable of generating such a friction force, a method through viscosity or direct friction may be used as shown in FIGS. 14 and 15. In the case of viscous method, a viscous material or magnetorheological fluid may be used. In the direct friction method, a spring, an actuator, a solenoid valve, a magnetic method, and a friction material method may be used.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

1 is a detailed view of a vehicle characteristic that is oriented in one direction when the driver releases his or her hand from the steering wheel while driving straight, FIG. 2 is a detail of the phenomenon of tilting according to the camber of the left and right wheels of the vehicle, FIG. 3 is a left and right caster angle detail, and FIG. 4 Is a detailed view of the tire's concentricity, Fig. 5 is a detailed view of the direction of the pull due to the concentricity when the tire is mounted on the vehicle, (5-A) right pull, (5-B) left pull, and Fig. 6 Figure 7 shows the relationship between the force and the moment of the tire, Figure 7 shows the characteristics of tire PFCs with small slip angles, Figure 8 shows the difference of road gradients according to different driving directions in different countries, and Figure 9 shows the vehicle before and after the hand is released during driving. Fig. 10 shows the relationship between the lateral axial force of the front wheel and the handle moment, and Fig. 10 shows the relationship between the lateral axial force and the handle moment of the front wheel generated according to the steering wheel angle while the vehicle is traveling. Shaft power and steering wheel Moment relationship diagram, Figure 12 is a detailed view of mounting the vehicle anti-vibration device in the straight driving of the present invention, Figure 13 is a detailed view of the effect on the road gradient of Figure 8, Figure 14 is a detailed view of the vehicle tilting prevention device in the straight driving of the present invention FIG. 15 is a detailed view of another example of the vehicle tilt prevention device in the straight driving of the present invention, and includes a steering (rack and pinion gear) 1, a resistance or friction force generating device 2, a handle 3, a steering shaft, and FIG. (4), outer cover (5), electromagnet coil (6), inner cover (7), ring projection (9), fixed shaft rings (8, 8 '), viscous material (10), solenoid device (11) It can be seen that.

This device can be classified into two types in terms of the principle of generating resistance or friction. The first device is a device that generates resistance of size according to the characteristics of the viscous material when the steering shaft rotates by using viscous material. The second device is a device that generates friction by directly applying friction to the steering shaft.

In addition, in terms of actual application, the utilization of each device was increased in consideration of cost aspects. In the case of a device using a viscous material, it is possible to directly use a certain viscous material for cost reduction, but before the electric signal enters, the viscous semi-solid state is maintained in a very small fluid state before the electric signal enters. It can be operated only within the desired lateral acceleration range by using a magnetorheological fluid that changes to.

Here, the meaning of transverse acceleration is briefly described. Transverse acceleration is a characteristic value related to vehicle turning. Like gravity acceleration, the unit uses m / s ² or g (1g is 9.8m / s ² ). In other words, the lateral acceleration is an important factor indicating the lateral force of the vehicle, as in the relation of Fy (lateral force of vehicle) = M (weight of vehicle) * a sub y (lateral acceleration). In general, the lateral force of the vehicle is a factor related to the turning performance of the vehicle. When the vehicle is going straight, there is no lateral force and thus 0g. In the case of severe cornering, lateral acceleration up to 1g may occur. Generally, 0.2g can be divided into the area related to straight driving and the area related to cornering or turning performance. In other words, vehicle tilt can be seen as one of the performances occurring within 0.2g.

Even in the case of the device generating friction force through direct contact, it is possible to continuously generate a constant friction force by using the spring for cost reduction, but in case of this device, it is effective within a small lateral acceleration. Considering that it is a device for maintaining the pressure, solenoid valves or actuators can be used to operate within a specific lateral acceleration range.

Looking at the structure as shown in Figure 12 is equipped with a resistance or friction force generating device (2) formed on one side of the steering shaft (4) formed between the steering (rack and pinion gear) (1) and the handle (3), As the resistive or frictional force generating device 2 is shown in Fig. 14,

A fixed shaft ring (8) formed at one side of the steering shaft (4) to generate a resistance force and a friction force, an outer side of the fixed shaft ring (8) having a ring protrusion (9) protruding into a plurality of discs to the outside, and the protrusion Magnetic cover required to apply the inner cover 7 and the viscous material or magnetorheological fluid 10 formed in the space portion of the inner cover 7, and the magnetorheological fluid 10 of the inner cover 7. Electromagnetic coil (6) to give a, and the vehicle is prevented from driving straight vehicle consisting of the outer cover (5) formed to surround the devices and the steering shaft (4) is located in the center.

Another example of the resistive or frictional force generating device 2 is a fixed shaft ring (8 ') is formed on one side of the steering shaft (4) to generate a resistance and frictional force, as shown in Figure 15, and the fixed shaft ring (8) It is a vehicle anti-vibration device for driving straight ahead consisting of a solenoid device 11 for applying pressure to the ') and an outer cover 5 which surrounds the solenoid device and the steering shaft 4 is positioned at the center. The solenoid device has the advantage that it can be controlled like a magnetorheological fluid, and the device acting as such may utilize a hydraulically actuated actuator. To save costs, springs can be used instead of solenoids or hydraulically actuated actuators.

Referring to the assembly and operation method, as shown in Figure 14, the resistance or frictional force generating device 2, a fixed ring formed with a plurality of ring projections (9) protruding in the form of a plurality of disks to the outside of the steering shaft (4) 8), a viscous material or magnetorheological fluid 10 is inserted into the inner cover 7 formed outside the ring protrusion 9 and then sealed, and then steered to the outside of the inner cover 7. The outer cover 5 is formed so that the shaft 4 is located at the center so as to generate a resistance force by the fluid having viscosity when the steering shaft is rotated. In addition, when the magnetorheological fluid is applied, an electromagnet coil 6 is formed on a part of the outer cover 5, and then assembled.

The magnetorheological fluid 10 in the inner cover 7 is made viscous by bringing electricity into contact with the electromagnet coil 6. In this way, when the steering shaft 2 is rotated according to the situation of the vehicle or the road when the vehicle travels straight by using the viscous fluid or the magnetorheological fluid, the fixing ring 8 formed on one side of the steering shaft 2 rotates together. At the same time, the ring protrusion 9 protruding in a disc shape to the outside of the fixing ring 8 is subjected to resistance and friction when rotating onto the viscous material or magnetorheological fluid 10 inserted into the space in the inner cover 7. By giving resistance to the steering shaft (2), it is to prevent the vehicle from rolling when driving straight.

The viscous material or magnetorheological fluid 10 inserted into the inner cover 7 uses a compound having a different degree of viscosity and magnetorheology depending on the vehicle.

Another example of the resistive or frictional force generating device 2 is, as shown in Fig. 15, after the fixing ring 8 'is installed on one side of the steering shaft 4, the outer one side of the fixing ring 8'. Install the solenoid device 11 in the assembly, and install and assemble the outer cover 5 formed on the outside of the solenoid device 11 so that the steering shaft 4 is located in the center,

When the steering shaft (2) is rotated according to the situation of the vehicle or road during the straight driving, if the fixed ring (8 ') formed on one side of the steering shaft (2) rotates together, the solenoid in close contact with the fixed shaft ring (8') The device 11 is subjected to resistance and friction during rotation to provide resistance to the steering shaft 2, thereby preventing the vehicle from tipping.

The closeness of the solenoid device 11 in close contact with the fixed shaft ring 8 'is closely related to the size of the friction force, and the friction force may be set differently according to the vehicle. In close contact with the vehicle at different intervals to resist the rotation of the steering shaft (2). An actuator using hydraulic pressure may be used instead of the solenoid device, and a method of generating friction force using spring rigidity is also effective. Of course, it is also possible to change the rigidity of the spring according to the amount of friction force set by the vehicle.

As described above, the present invention considerably improves the pulling problem in consideration of external factors such as vehicle and tire-related factors, road gradients, and transverse winds by utilizing the most basic concept related to pulling, and is economical by using a simple device in terms of cost. There is also an advantage in terms of.

Claims (4)

A method of preventing vehicle tilting when driving in a straight line utilizing frictional force by installing a friction force generating device on the steering shaft, and applying a frictional or resistive force to the steering shaft by applying viscosity or direct friction to the steering shaft during straight driving to prevent the vehicle from tilting. How to prevent vehicle tipping when driving straight. The method of claim 1, wherein the method of applying friction or resistance is any one selected from viscous materials including magnetorheological fluids, solenoid devices for applying pressure to the friction ring, actuators or springs actuating hydraulically. How to prevent vehicle tilting when driving straight. In the vehicle driving prevention device for driving straight, resistance or friction force generating device (2) formed on one side of the steering shaft (4) formed between the steering (rack and pinion gear) (1) and the handle (3) is mounted, A fixed shaft ring (8) formed at one side of the steering shaft (4) to generate a resistance force and a friction force, an outer side of the fixed shaft ring (8) having a ring protrusion (9) protruding into a plurality of discs to the outside, and the protrusion Magnetic cover required to apply the inner cover 7 and the viscous material or magnetorheological fluid 10 formed in the space portion of the inner cover 7, and the magnetorheological fluid 10 of the inner cover 7. Electromagnetic coil (6) to give a, and the vehicle anti-twisting device when driving in a straight run consisting of the outer cover (5) formed to surround the device and the steering shaft (4) is located in the center. In the vehicle driving prevention device for driving straight, resistance or friction force generating device (2) formed on one side of the steering shaft (4) formed between the steering (rack and pinion gear) (1) and the handle (3) is mounted, A fixed shaft ring 8 'formed at one side of the steering shaft 4 to generate resistance and friction force, a solenoid device 11 for applying pressure to the fixed shaft ring 8', and the solenoid device; 4) is a vehicle preventing device when driving straight, characterized in that consisting of an outer cover (5) formed to be located in the center.