Device for preventing cross-steering by using a magnetic damping coupling of a semi-trailer tractor

Abstract

Device for preventing transverse positioning by using a magnetic damping coupling (100) of a semi-trailer truck (10), comprising: a coupling body (110) which is arranged on a semi-trailer (10) and which has a guide pivot pin (210) of a trailer (20) inserted therein, a cylinder (114) arranged in the clutch body (110) and filled with a magnetorheological (MR) fluid, a piston (120) arranged in the cylinder (114) to be attached to the guide pivot (210), which has a flow passage (122) in which the MR fluid flows, and which has electromagnetic coils (126) which generate a magnetic field in the flow passage (122) when a current is applied to them, a control device (400) configured to apply a current to at least one of the electromagnetic coils (126) in response to determining that a transverse roll of the semi-trailer (10) and the trailer (20) has occurred, wherein the electromagnetic coils (126) are arranged linearly along the flux passage (122) of the piston (120), and wherein the control device (400) is configured to determine the number of electromagnetic coils (126) to which a current is applied based on a difference between an angular acceleration of the semi-trailer truck (10) and an angular acceleration of the trailer (20).

Description

BACKGROUNDField of the invention

[0001] The present invention relates to a device for preventing sideways turning (e.g., flexion) by using a magnetic damping clutch of a semi-trailer (e.g., tractor unit), and, more particularly, to a device for preventing sideways turning of a semi-trailer and a trailer which may occur during a turn. Description of relevant technology

[0002] Generally, a semi-trailer truck, which is a type of vehicle capable of towing a trailer, has a coupling for connecting a trailer, and the trailer has a pivot pin (e.g., kingpin) attached to the coupling. Referring to Fig. 1, a semi-trailer truck 1 of the relevant technology drives to a stationary trailer 2, aligns the center of a coupling 3 with the center of a pivot pin 4 of the trailer 2 and brings them together, and then fastens the pivot pin 4 to the coupling 3 with a fixing pin to prevent the pivot pin 4 from becoming detached from the center of the coupling 3.

[0003] When a trailer pivot is attached to a tractor-trailer hitch, the pivot rotates vertically around the central coupling axis without moving horizontally or vertically, and is moved forward / backward by the tractor-trailer's pulling force. The trailer, which is unable to steer when the tractor-trailer turns, rotates around the central coupling axis of the pivot and the hitch, thereby propelling the trailer along the tractor-trailer's turning path.

[0004] However, with such a mechanical coupling structure, when a trailer loses stability in yaw and the grip force of the tires during high-speed driving, the trailer rotates rapidly around the central coupling axis and sideways slippage (e.g., jackknifing) occurs (cf. Fig. 2). When cross-swiping, in which the connection between a tractor-trailer and a trailer is kinked, occurs while the vehicle is being driven, in other words, when a tractor-trailer and a trailer kink around a central coupling axis of a coupling and pivot pin while driving, the risk of an accident increases.

[0005] Furthermore, GB 2 365 398 A discloses an apparatus for preventing rollover by using a magnetic damping coupling of a semi-trailer, comprising: a coupling body arranged on a semi-trailer and having a leading pivot of a trailer inserted therein, a cylinder arranged in the coupling body and filled with magnetorheological (MR) fluid, a piston arranged in the cylinder to be attached to the leading pivot, having a flux passage in which the MR fluid flows, and having a circuit configured to generate magnetic fields in the flux passage when a current is applied, and a control device configured to apply a current to the circuit when it is determined that rollover of the semi-trailer and the trailer has occurred.

[0006] A structure of electrical circuits for generating a magnetic field in magneto-rheological dampers is known, for example, from JP 2005 - 172 096 A. BRIEF EXPLANATION OF THE INVENTION

[0007] It is an object of the present disclosure to provide an apparatus which can prevent side-stepping (e.g., jackknifing) of a semi-trailer due to loss of yaw stability of a trailer during travel by using a magnetic damping clutch.

[0008] To this end, the present disclosure provides a device for preventing rollover by using a magnetic damping clutch of a semi-trailer truck according to claim 1. Advantageous further developments are described in the dependent claims.

[0009] The present disclosure thus provides an apparatus for preventing rollover by using a magnetic damping coupling of a semi-trailer truck, the apparatus comprising: a coupling body disposed on a semi-trailer truck and having a leading pivot pin (e.g., leading kingpin) of a trailer inserted therein, a cylinder disposed in the coupling body and filled with magnetorheological (MR) fluid, a piston disposed in the cylinder to be attachable to the leading pivot pin and having a flow passage in which the MR fluid can flow, and having electromagnetic coils (e.g.,electromagnetic coils) configured to generate magnetic fields in the flux passage when a current is applied, and a controller configured to apply a current to at least one of the electromagnetic coils when it is determined that rollover of the semi-trailer and the trailer has occurred, wherein the electromagnetic coils are arranged linearly along the flux passage of the piston, and wherein the controller is configured to determine the number of electromagnetic coils to which a current is applied based on a difference between an angular acceleration of the semi-trailer and an angular acceleration of the trailer.

[0010] According to the present disclosure, the cylinder may be formed in a semicircular shape extending around the guide pivot pin inserted into an insertion opening of the coupling body, wherein the piston may have a coupling opening into which a fixing pin (e.g., a fixing pin) of the guide pivot pin may be inserted, and when the trailer turns, the piston may rotate with the guide pivot pin around the guide pivot pin.

[0011] The electromagnetic coils may include a first left coil disposed on a left side in the piston, a first right coil disposed on a right side in the piston, a second left coil disposed between the first left coil and the first right coil, and a second right coil disposed between the second left coil and the first right coil. A trailer steering angle sensor configured to detect a steering angle of the trailer based on the rotation of the leading pivot pin may be disposed on the coupling body, and a semi-trailer steering angle sensor configured to detect a steering angle of the semi-trailer may be disposed on the semi-trailer.

[0012] According to the present disclosure, when a turning direction (e.g., a rotation direction) according to a sign of a steering angle of the semi-trailer and a turning direction (e.g., a rotation direction) according to a sign of the steering angle of the trailer are different, the control device may be configured to predict that side-steering will occur and to apply a predetermined critical current to only one electromagnetic coil arranged in an opposite direction with respect to the turning direction of the semi-trailer among the electromagnetic coils.

[0013] When a turning direction according to a sign of the steering angle of the semi-trailer and a turning direction according to a sign of the steering angle of the trailer are different, and an angular acceleration of the trailer is greater than an angular acceleration of the semi-trailer, the control device may be configured to determine that rollover has occurred and to apply a drive current (e.g., drive current) to one or more of the electromagnetic coils. When a current is applied to two or more electromagnetic coils, the control device may be configured to sequentially apply a current starting at an electromagnetic coil that is arranged on the outermost side of the electromagnetic coils and that is arranged in an opposite direction with respect to the turning direction of the semi-trailer.

[0014] When a turning direction according to a sign of the steering angle of the semi-trailer and a turning direction according to a sign of the steering angle of the trailer are different, an angular acceleration of the trailer is greater than an angular acceleration of the semi-trailer, and the wheels of the semi-trailer are locked, the controller may be configured to determine that maximum roll has occurred and to apply a current simultaneously to all of the electromagnetic coils arranged in the piston. In response to determining that there is no difference between the turning direction according to a sign of the steering angle of the semi-trailer and the turning direction according to the wheel speed information of the trailer, the controller may be configured to stop the current supply to the electromagnetic coils.

[0015] According to the present disclosure, it may be possible to prevent rollover of a semi-trailer truck by adjusting / adjusting the operation of a magnetic damping clutch using an MR fluid, and accordingly, it may be possible to ensure stability during turning. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The above and other objects, features and other advantages of the present disclosure will be more easily understood from the following detailed description with reference to the accompanying drawings in which: Fig. 1 is a view showing a coupling for connecting a semi-trailer and a trailer of the relevant art, Fig. 2 is an exemplary view in which a semi-trailer and a trailer are positioned transversely in accordance with the relevant technology, Fig. 3 is a view showing a magnetic damping coupling of a semi-trailer truck and a leading pivot of a trailer according to an exemplary embodiment of the present disclosure, Fig. 4A is an exploded perspective view showing a magnetic damping clutch and a guide pivot according to an exemplary embodiment of the present disclosure, Fig. 4B is a perspective view showing an arrangement of the magnetic damping clutch and the guide pivot according to an exemplary embodiment of the present disclosure, Fig. 5A is a cross-sectional view taken along line AA shown in Fig. 4B, according to an exemplary embodiment of the present disclosure, Fig. 5B is a cross-sectional view showing an arrangement of the magnetic damping clutch and the guide pivot according to an exemplary embodiment of the present disclosure, Fig. 6A is a view showing a state in which a piston according to the present disclosure has rotated leftward in a cylinder, Fig. 6B is a view showing a state in which a piston according to the present disclosure has rotated rightward in a cylinder, Fig. 6C is a view showing the internal structure of the piston according to an exemplary embodiment of the present disclosure, Fig. 7 is a view showing the configuration of a cross-stall preventing device by using a magnetic damping clutch according to an exemplary embodiment of the present disclosure, Fig. 8A is a view showing operating states of a current control device when a magnetic damping clutch is operated in a damping-ready mode according to an exemplary embodiment of the present disclosure, Fig. 8B is a view showing a distribution of magnetic dust (e.g., powder) in a flux passage according to the operation of an electromagnetic coil when the magnetic coupling is operated in the damping-ready mode according to an exemplary embodiment of the present disclosure, Fig. 8C is a view showing the intensity of a current (e.g., the current) applied to the electromagnetic coil when the magnetic damping clutch is operated in the damping-ready mode according to an exemplary embodiment of the present disclosure, Fig. 9A is a view showing operating states of a current control device when a magnetic damper clutch is operated in a damper-normal mode according to an exemplary embodiment of the present disclosure, Fig. 9B is a view showing a distribution of magnetic dust in a flux passage according to the operation of an electromagnetic coil when the magnetic clutch is operated in the damping-normal mode according to an exemplary embodiment of the present disclosure, Fig. 9C is a view showing the intensity of a current (e.g., current) applied to the electromagnetic coil when the magnetic damping clutch is operated in the damping-normal mode according to an exemplary embodiment of the present disclosure, Fig. 10A is a view showing operating states of a current control device when a magnetic damper clutch is operated in a damper emergency mode according to an exemplary embodiment of the present disclosure, Fig. 10B is a view showing a distribution of magnetic dust in a flux passage according to the operation of the electromagnetic coil when the magnetic clutch is operated in the damping emergency mode according to an exemplary embodiment of the present disclosure, Fig. 10C is a view showing the intensity of a current (e.g., the current) applied to the electromagnetic coil when the magnetic damping clutch is operated in the damping emergency mode according to an exemplary embodiment of the present disclosure, and Fig. 11A and Fig. 11B are flowcharts illustrating a control method for preventing rollover according to an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0017] It is understood that the term "vehicle" or "vehicle-..." or other similar designations herein refer to motor vehicles in general, such as passenger vehicles, for example sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft, for example a variety of boats and ships, aircraft and the like, and for example hybrid vehicles, electric vehicles, internal combustion, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels produced from raw materials other than petroleum).

[0018] Although an exemplary embodiment is described as utilizing a plurality of units to perform the exemplary process, it is understood that the exemplary process may also be performed by one or more modules. Additionally, it is understood that the term controller / controller refers to a hardware device including a memory and a processor. The memory is configured to store the modules, and the processor is specifically configured to execute the aforementioned modules to perform one or more processes described below.

[0019] Furthermore, the control logic of the present invention may be embodied as non-transitory, computer-readable media on a computer-readable medium, including executable program instructions executed by a processor, controller, or the like. Examples of computer-readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash memory, smart cards, and optical data storage devices. The computer-readable recording medium may also be distributed in network-coupled computer systems such that the computer-readable media is stored and executed in a distributed manner, e.g., by a telematics server or a controller area network (CAN).

[0020] The terminology used herein is for convenience only and is not intended to limit the invention. The singular forms "a," "an," and "the" are intended to include the plural, unless the context clearly indicates otherwise. It is further understood that the term "comprises" and / or "comprising," when used in this specification, specifies the presence of recited features, integers, steps, acts, elements, and / or components, but does not preclude the presence or incorporation of one or more other features, integers, steps, acts, elements, components, and / or groups thereof. The term "and / or" as used herein includes all combinations of one or more of the related enumerated terms.

[0021] Unless specifically stated or obvious from the context, the term "approximately" used herein means within the normal tolerance of the art, for example, within 2 standard deviations of the mean. "Approximately" can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless the context requires otherwise, all numerical values ​​stated herein are modified by the term "approximately."

[0022] Hereinafter, the present disclosure is described in such a manner that a person skilled in the art can easily carry out the present disclosure / invention.

[0023] Fig. 3 to 5B illustrate a magnetic dampening coupling of a tractor-trailer and a leading pivot according to the present disclosure, wherein reference numeral 100 denotes the magnetic dampening coupling and reference numeral 210 denotes the leading pivot. Fig. 6A and Fig. 6B show operating states of a piston 120 and the guide pivot 210, and Fig. Figure 6C shows the detailed structure of the piston 120. Fig. 7 shows a control device for preventing a semi-trailer and a trailer from angling (e.g., bending toward each other) by using the magnetic damping coupling 100.

[0024] As in the Fig. 3 to 5A, the magnetic damper coupling 100 may include a coupling body 110 mounted on a semi-trailer 10, a cylinder 114 disposed within the coupling body 110, a piston 120 disposed within the cylinder 114, and a trailer steering angle sensor 128 disposed on the coupling body 110. The coupling body 110 may be disposed within a trailer hitch 14 of the semi-trailer 10 and may include an insertion opening 112 into which the guide pivot 210 of the trailer 20 may be inserted. The trailer hitch 14 may be disposed behind the semi-trailer hood 12, which may include the cockpit of the semi-trailer 10.

[0025] The cylinder 114 may be disposed in a central region of the top surface of the clutch body 110 and may be formed in a semicircular shape, arranged around the guide pivot 210, which is inserted into the insertion opening 112. The piston 120 may be disposed in the interior of the cylinder 114, and the interior is filled with magnetorheological (MR) fluid. The piston 120 may have a flow passage through which the MR fluid can flow and a clutch opening 124 into which a fixing pin 212 of the guide pivot 210 can be inserted. The flow passage 122 may be formed in an arcuate shape extending around the cylinder 114, and the clutch opening 124 may be formed in a straight shape (e.g., linear) on the inner side of the piston 120 facing the guide pivot 210.

[0026] The mounting pin 212 of the guide pivot 210 can be inserted into the coupling opening 124, and thereby, when the trailer 20 turns, the piston 120 can rotate with the guide pivot 210 around the guide pivot 210. The piston 120 can divide the interior of the cylinder 114 into two parts if it is located in the central region of the cylinder 114. Consequently, the MR fluid in the cylinder 114 can only move to the left and right of the piston 120 through the flow passage 122 of the piston 120. In other words, the interior of the cylinder 114 can be divided into two parts by the piston 120.

[0027] Furthermore, the piston 120 may have electromagnetic coils 126 disposed therein adjacent to the flux passage 122. The electromagnetic coils 126 may be configured to generate a magnetic field when a current is applied, and the magnetic fields influence the position of the flux passage 122 adjacent to the electromagnetic coils 126. As shown in Fig. 6C, the electromagnetic coils 126 may be arranged in a line (e.g., linearly) along the flow passage 122 of the piston 120. In other words, the electromagnetic coils 126 may be arranged in the longitudinal direction of the flow passage 122.

[0028] Specifically, the electromagnetic coils 126 may include: a first left coil 126a disposed on the left side of the piston 120, a first right coil 126c disposed on the right side of the piston 120, a second left coil 126b disposed between the first left coil 126a and the first right coil 126c, and a second right coil 126d disposed between the second left coil 126b and the first right coil 126c. The first left coil 126a and the second left coil 126b may be disposed adjacent to each other. Furthermore, the second left coil 126b and the second right coil 126d may be spaced apart from each other with a predetermined gap formed therebetween.

[0029] The electromagnetic coils 126 may be configured to generate magnetic fields that relatively strongly influence the regions of the flux passage 122 located adjacent to the electromagnetic coils 126 from positions along the longitudinal direction of the flux passage 122. When a current is applied only to the first left coil 126a, a substantial magnetic field may be generated at a position of the flux passage 122 (i.e., a first position) that is on the same radial line as the first left coil 126a out of four separate positions of the flux passage 122.

[0030] When a current is applied only to the second left coil 126b, a substantial magnetic field can be generated at a position of the flux passage 122 (i.e., a second position) that is on the same radial line as the second left coil 126b out of four separate positions of the flux passage 122. When a current is applied only to the second right coil 126d, a substantial magnetic field can be generated at a position of the flux passage 122 (i.e., a third position) that is on the same radial line as the second right coil 126d out of four separate positions of the flux passage 122. When a current is applied only to the first right coil 126c, a substantial magnetic field can be generated at a position of the flux passage 122 (i.e., a fourth position) that is on the same radial line as the first right coil 126c of four separate positions of the flux passage 122.

[0031] Furthermore, as in Fig. 4A and Fig. 5B, a foldable sealing member 116 made of a flexible material may be disposed on the inner peripheral surface of the cylinder 114 to allow the rotation of the piston 120 within the cylinder 114 when connected to the guide pivot 210. The sealing member 116 may include a first sealing member 116a and a second sealing member 116b disposed on both sides of the piston 120. Both ends of the first sealing member 116a may be associated and fixed to the left inner wall of the cylinder 114 and the left side of the piston 120, respectively. Both ends of the second sealing member 116b may be associated and fixed to the right inner wall of the cylinder 114 and the right side of the piston 120, respectively. The first sealing member 116a and the second sealing member 116b may fold or expand as the piston 120 moves.

[0032] As in Fig. 6A, when the piston 120 moves to the left in the cylinder 144, the first sealing element 116a may fold and the second sealing element 116b may expand. Further, as shown in Fig. As shown in Figure 6B, when the piston 120 moves to the right within the cylinder 114, the first sealing element 116a may expand and the second sealing element 116b may fold. During folding or expansion, the first sealing element 116a and the second sealing element 116b remain in close contact (e.g., abutting contact) with the upper and lower inner walls of the cylinder 114, thereby preventing the MR fluid from leaking from the cylinder 114 as the piston 120 rotates within the cylinder 114.

[0033] Additionally, the cylinder 114 may include a base plate 114a to which the piston 120 may be coupled, and a cover plate 114b covering the open upper end of the base plate 114a. The trailer steering angle sensor 128 may be configured to detect the steering angle of the trailer 20 as the pilot pivot 210 rotates.

[0034] The trailer steering angle sensor 128 may be coupled and fixed to the coupling body 110 and may be positioned around the guide pivot 210, which is inserted into the insertion opening 112 of the coupling body 110. The trailer steering angle sensor 128 may have a mounting portion 128a at its lower end. The mounting portion 128a may be installed in an opening 113 of the coupling body 110 to prevent rotation of the mounting portion 128a when the guide pivot 210 rotates.

[0035] Furthermore, as in Fig. As shown in Figure 3, a tractor-trailer steering angle sensor 310 configured to detect the steering angle of the tractor-trailer 10 may be disposed on the tractor-trailer hood 12 of the tractor-trailer 10. The tractor-trailer steering angle sensor 310, similar to conventional automotive steering angle sensors, may be configured to detect the steering angle of drive wheels by actuation (e.g., rotation) of a steering wheel.

[0036] Trailer steering angle information detected by the trailer steering angle sensor 128 and the tractor-trailer steering angle information detected by the tractor-trailer steering angle sensor 310, as in Fig. 7, may be transmitted to a controller 400 configured to adjust the currents applied to the electromagnetic coils 126. In response to detecting that the semi-trailer 10 and the trailer 20 have become transversely positioned (e.g., angled relative to each other), the controller 400 may be configured to adjust the distribution and density of the magnetic dust (e.g., magnetic powder) of the MR fluid disposed in the flow passage 122 of the piston 120 by applying a current to at least one of the electromagnetic coils 126.

[0037] The MR fluid is a fluid in which colloidal magnetic dust is dissolved, and the arrangement and distribution of the magnetic dust in the fluid can be adjusted and changed using a magnetic field. Accordingly, when a current is applied to the electromagnetic coils 126 by the control device 400, the distribution and density of the magnetic dust arranged in the flow passage 122 of the piston 120 can be adjusted. Furthermore, it may be possible to increase the density of the magnetic dust arranged at a predetermined position in the flow passage 122 by applying a current to only one of the four electromagnetic coils 126 through the control device 400.

[0038] By adjusting the distribution and density of the magnetic dust disposed in the flux passage 122, the flow resistance of the MR fluid flowing through the flow passage 122 when the semi-trailer 10 turns may change, which may make it possible to adjust the flow of the MR fluid in the cylinder 114. When the semi-trailer 10 turns at high speed, the flow resistance of the MR fluid increases and yaw energy of the semi-trailer is attenuated, thereby preventing the rollover phenomenon (e.g., rollover or jackknifing) in which the semi-trailer 10 and the trailer 20 are jackknifed about the intermediate guide pivot 210.

[0039] Generally, when sideways do not occur, the trailer turns left and right around the guide pivot 210 and moves along the turning path of the semi-trailer 10. Accordingly, when sideways do not occur, the trailer 20 turns in the same direction as the semi-trailer 10. When sideways do occur, the turning direction of the semi-trailer 10 and the turning direction of the trailer 20 become different, and the turning directions can be determined according to the steering angle information detected by steering angle sensors. For example, right turns can be determined when the sign of the steering angle of the semi-trailer 10 is (+), and left turns can be determined when the sign of the steering angle of the semi-trailer 10 is (-).

[0040] Accordingly, when the semi-trailer 10 is traveling at a high speed above a predetermined reference speed (e.g., approximately 80 km / h), and when the sign of the steering angle of the semi-trailer 10 and the sign of the steering angle of the trailer 20 become different, the controller 400 may be configured to determine that the semi-trailer following stability of the trailer 20 is insufficient and predict that rollover will occur. In other words, the controller 400 may be configured to determine the time at which the turning direction according to the sign of the steering angle of the semi-trailer 10 and the turning direction according to the sign of the steering angle of the trailer 20 become different as the time at which rollover is expected or predicted.

[0041] If the turning direction of the semi-trailer 10 and the turning direction of the trailer 20 are the same, the controller 400 may be configured to determine that the rollover is not occurring. If the direction of the semi-trailer 10 and the turning direction of the trailer 20 are different, the controller 400 may be configured to apply a critical current to only one electromagnetic coil among the electromagnetic coils 126 that is arranged in the opposite direction to the turning direction of the semi-trailer 10. The critical current may be set as a current that is less than a drive current applied to the electromagnetic coils in response to determining that the rollover has occurred.

[0042] For example, when the turning direction of the semi-trailer truck 10 is right, a critical current can be applied only to the first left coil 126a on the leftmost side, and when the turning direction of the semi-trailer truck 10 is left, a critical current can be applied to the first right coil 126c on the rightmost side. When a turn is expected and a critical current is applied only to the first left coil 126a or the first right coil 126c, the control response speed of the MR fluid can be increased.

[0043] If the turning directions of the semi-trailer 10 and the trailer 20 are different and the angular acceleration of the trailer 20 is greater than the angular acceleration of the semi-trailer 10, the controller 400 may be configured to determine that rollover has occurred and to apply a current to one or more electromagnetic coils 126. The angular acceleration is a value representing a change in the steering angle per unit time. If the angular acceleration of the trailer 20 is greater than the angular acceleration of the semi-trailer 10, the trailer 20, which is following the semi-trailer 10, turns faster than the semi-trailer 10, and thus the controller 400 may be configured to determine that the semi-trailer-following stability of the trailer 20 has been lost and rollover has occurred.

[0044] Specifically, the control device 400 may be configured to control the number of electromagnetic coils to which a current is applied based on the difference between the angular accelerations of the semi-trailer 10 and the angular acceleration of the trailer 20. The control device 400 may be configured to perform step control, sequentially applying a current starting from the electromagnetic coil arranged in the opposite direction with respect to the turning direction of the semi-trailer 10. In particular, when a drive current is applied to two or more electromagnetic coils, the control device 400 may be configured to sequentially apply a current starting from the electromagnetic coil on the outermost side of the electromagnetic coils arranged in the opposite direction with respect to the turning direction of the semi-trailer 10.

[0045] For example, when the semi-trailer 10 turns left and the difference between the angular acceleration of the semi-trailer 10 and the trailer 20 exceeds 0% and is approximately 10% or less of the angular acceleration of the semi-trailer, a drive current may be applied only to the first right coil 126c. When the semi-trailer 10 turns left and the difference between the angular acceleration of the semi-trailer 10 and the trailer 20 exceeds approximately 10% and is approximately 20% or less of the angular acceleration of the semi-trailer, a drive current may be applied sequentially to the first right coil 126c and the second right coil 126d.

[0046] When the semi-trailer 10 turns left and the difference between the angular acceleration of the semi-trailer 10 and the trailer 20 exceeds approximately 20% and is approximately 40% or less of the angular acceleration of the semi-trailer, a drive current may be applied to the first right coil 126c, the second right coil 126d, and the first left coil 126b. When the difference between the angular acceleration of the semi-trailer 10 and the trailer 20 exceeds approximately 40% of the angular acceleration of the semi-trailer, a drive current may be applied to the four electromagnetic coils 126 regardless of the turning direction of the semi-trailer 10. However, when the semi-trailer 10 turns right, a drive current may be applied sequentially starting at the first left coil 126a, and when the semi-trailer 10 turns left, a drive current may be applied sequentially starting at the first right coil 126c.

[0047] For example, when the semi-trailer 10 turns left, a current may be applied to the first right coil 126c, and may then be sequentially applied to the second right coil 126d, the second left coil 126b, and the first left coil 126a. When the semi-trailer 10 turns right, a current may be applied to the first left coil 126a, and may then be sequentially applied to the second left coil 126b, the second right coil 126d, and the first right coil 126c.

[0048] Additionally, if the turning directions of the semi-trailer 10 and the trailer 20 are different, the angular acceleration of the semi-trailer 10 and the trailer 20 are different, and the wheels are locked (e.g., blocked) by the braking of the semi-trailer, the controller 400 may be configured to determine that the maximum roll that can occur between the semi-trailer 10 and the trailer 20 has occurred. When the maximum roll occurs, the controller may be configured to determine an emergency situation in which the semi-trailer 10 and the trailer 20 have been maximally turned within a permissible range, and in response, to apply a drive current simultaneously to all electromagnetic coils 126.

[0049] Generally, when wheels are locked, the speed of the wheels of the semi-trailer 10 rapidly decreases to nearly zero (0) while the semi-trailer 10 is traveling. Accordingly, the controller 400 may be configured to determine whether the wheels have been locked based on the real-time wheel speed information and the real-time vehicle speed information of the semi-trailer 10. The controller 400 may be configured to obtain and monitor wheel speed information from wheel speed sensors 320 and 322, which are mounted on the left and right wheels of the semi-trailer 10, respectively.

[0050] The current control method of the electromagnetic coils 126, which is performed when the cross-positioning is expected or predicted, is described below with reference to the Fig. 8A to 8C. Fig. 8A shows an operating state (e.g., first operating state) of a current control device configured to adjust the current applied to the electromagnetic coils when the magnetic damping clutch 100 is operated in the damping-ready mode. Fig. Fig. 8B shows a distribution of magnetic dust in the flux passage according to the operation of the electromagnetic coils, and Fig. Figure 8C shows the intensity of the current applied to the electromagnetic coils.

[0051] As in Fig. 8A, the current control device 410 may include: a first current control device 410a configured to adjust a current applied to the first left coil 126a, a second current control device 410b configured to adjust a current applied to the second left coil 126b, a third current control device 410c configured to adjust a current applied to the second right coil 126d, and a fourth current control device 410d configured to adjust a current applied to the first right coil 126c. Accordingly, separate (e.g., individual) operation of the coils 126a, 126b, 126c, 126d may be possible using the current control device 410.

[0052] When the signs of the steering angles of the tractor-trailer 10 and the trailer 20 begin to diverge, the controller may be configured to operate the magnetic damping clutch 100 in a damping-ready mode. The controller 400 may be configured to monitor the turning directions of the tractor-trailer 10 and the trailer 20 in real time based on information from the tractor-trailer steering angle sensor 310 and the trailer steering angle sensor 128 while the vehicle is traveling.

[0053] When the turning direction of the semi-trailer 10 and the trailer 20 become different, that is, when the signs of the steering angle of the semi-trailer 10 and the trailer 20 begin to differ, the control device 400 may be configured to apply a critical current (e.g., a small current) to the outermost electromagnetic coil arranged in the opposite direction with respect to the turning direction of the semi-trailer 10. The control device 400 may be configured to apply a critical current to only the first left coil 126a by operating the first current control device 410a when the semi-trailer 10 turns right, and to apply a critical current to only the first right coil 126c by operating the fourth current control device 410d when the semi-trailer 10 turns left. When a critical current is applied to only the first left coil 126a, as in Fig. 8B, the magnetic dust may be arranged in the left region of the flux passage 122 positioned on the same radial line as the first left coil 126a, and thereby the density of the magnetic dust in the left region of the flux passage 122 increases relative to the other regions of the flux passage 122.

[0054] In addition, if a critical current is applied to only the first left coil 126a, as in Fig. 8C, no current is applied to the second left coil 126b, the second right coil 126d, and the third right coil 126c. Referring to Fig. 8A, the current control device 410 may be configured to adjust the currents applied to a first resistor R1 and a second resistor R2 connected in series with the electromagnetic coils 126, to adjust the intensity of the currents (e.g., current) applied to the electromagnetic coils 126.

[0055] The current control device 410 may be configured to apply a current to only the first resistor R1 or to the first resistor R1 and the second resistor R2 by adjusting the current flow with a switch 412, thereby adjusting the intensity (e.g., the influence) of the resistors connected to the electromagnetic coils 126. Accordingly, adjusting the intensity of the magnetic field generated in the flux passage 122 may be possible.When the magnetic damping clutch 100 is operated in the damping-ready mode, the first current control device 410a or the fourth current control device 410d may be configured to operate the switch 412 such that a current is applied to the first resistor R1 and the second resistor R2, and the second current control device 410b and the third current control device 410c may connect the switch 412 to an off-terminal to prevent a current from being applied to the second left coil 126b and the second right coil 126d.

[0056] A weak magnetic field can be generated in the flux passage 122 by applying a critical current to the first left coil 126a or the first right coil 126c. This is before cross-talk is suppressed by operating the magnetic damping clutch 100 in a damping-normal mode, thereby increasing the assembly response speed (e.g., reaction speed) of the magnetic dust in the MR fluid when a drive current is applied to predetermined electromagnetic coils. Because the response speed of the magnetic dust in the MR fluid increases, it is possible to prevent a driver from feeling uncomfortable while driving due to the operation of the magnetic damping clutch 100 in the damping-normal mode.

[0057] Furthermore, the current control method of the electromagnetic coils 126, which is performed for preventing the cross-setting, is further described with reference to Fig. 9A to 9C. Fig. 9A, which shows an operating state (e.g., second operating state) of the current control device 410 when the magnetic damping clutch 100 is operated in the damping normal mode, Fig. 9B shows a distribution of the magnetic dust in the flux passage 122 according to the operation of the electromagnetic coils, and Fig. Figure 9C shows the intensity of the current applied to the electromagnetic coils.

[0058] After the magnetic damping clutch 100 enters the damping-ready mode, when the angular acceleration of the tractor-trailer 10 becomes greater than the angular acceleration of the trailer 20, the magnetic damping clutch may enter the damping-normal mode, and a drive current may be applied to the electromagnetic coil arranged in the opposite direction with respect to the turning direction of the tractor-trailer 10 to reduce the difference between the angular accelerations of the tractor-trailer 10 and the trailer 20.

[0059] The drive current may be applied to the electromagnetic coils 126 by the current control device 410, and the operation of the current control device 410 may be performed by the control device 400. In the damping-normal mode, the degree of rollover risk due to a difference between the angular accelerations of the semi-trailer 10 and the trailer 20, and the number of electromagnetic coils to which a drive current is applied, may be determined according to the difference between the angular accelerations.

[0060] When a drive current is applied to only one electromagnetic coil, the drive current may be applied to the outermost electromagnetic coil (e.g., the first left coil or the first right coil) located in the opposite direction with respect to the turning direction of the semi-trailer 10. When a drive current is applied to two or more electromagnetic coils, two or more electromagnetic coils may be detected sequentially, starting with the outermost electromagnetic coil located in the opposite direction with respect to the turning direction of the semi-trailer 10.

[0061] Furthermore, when a drive current is applied to two or more electromagnetic coils, a drive current may be applied sequentially starting from the outermost electromagnetic coil located in the opposite direction with respect to the turning direction of the semi-trailer 10. For example, when a drive current is applied to three electromagnetic coils in accordance with the difference between the angular accelerations of the semi-trailer 10 and the trailer 20, and when the semi-trailer 10 turns right, the drive current may be applied sequentially to the first left coil 126a, the second left coil 126b, and the third left coil 126d.

[0062] In particular, as in Fig. 9C, a predetermined first drive current (e.g., maximum drive current) may be applied to the first left coil 126a and the second left coil 126b, and a second drive current (e.g., minimum drive current) having a lower intensity (e.g., lower current) than the first drive current may be applied to the second right coil 126d. As shown in Fig. 9B, the magnetic dust may be arranged in the region of the flux passage 122 positioned on the same radial line as the first left coil 126a, the second left coil 126b, and the second right coil 126d. Specifically, the magnetic dust is arranged more intensively (e.g., arranged in a close configuration or with adjacent surface contact) in the left region of the flux passage 122 positioned on the same line as the first left coil 126a and the second left coil 126b, while in the right region of the flux passage 122 positioned on the same line as the second right coil 126d, the density of the magnetic dust increases, but the magnetic dust is arranged relatively less intensively than in the left region of the flux passage 122.Furthermore, when a driving current is applied to two or more electromagnetic coils, the supply of a driving current to one electromagnetic coil ends and then a driving current can be applied to the next electromagnetic coil.

[0063] Referring to Fig. 9A, the current control device 410 may be configured to adjust the intensity of a resistance through separate three steps when applying a current to the electromagnetic coils 126. Specifically, the current control device 410 applies no current to the first resistor R1 and the second resistor R2, or applies a current only to the first resistor R1, or applies a current to both the first resistor R1 and the second resistor R2. The current control device 410 may be configured to determine whether a current should be applied to the first resistor R1 and the second resistor R2 by operating the switch 412, thereby adjusting the intensity (e.g., strength) of the magnetic fields of the electromagnetic coils 126.

[0064] On the other hand, the control device 400 may be configured to compensate for the current adjustments to the electromagnetic coils 126 when the difference between the turning radius of the semi-trailer 10 and the turning radius of the trailer 20 becomes 0 (zero). In other words, the control device 400 may be configured to stop the current supply to the electromagnetic coils 126 when the difference between the turning radius of the semi-trailer 10 and the turning radius of the trailer 20 is eliminated.

[0065] The turning radius of the semi-trailer 10 can be calculated based on the steering angle information of the semi-trailer 10, and the turning radius of the trailer 20 can be calculated based on the wheel speed information of the trailer 20. The turning direction and turning radius of the trailer 20 can be calculated based on the difference between the left wheel speed information and the right wheel speed information of the trailer 20.

[0066] It is possible to calculate the turning radius of the trailer 20 more accurately by using the wheel speed information of the trailer 20 instead of the steering angle information of the trailer 20. The control device 400 may be configured to obtain the trailer wheel speed information from a left wheel speed sensor 220 configured to detect the left wheel speed information of the trailer and a right wheel speed sensor 222 configured to detect the right wheel speed information. The current control method of the electromagnetic coils 126 performed to prevent the maximum roll is further described with reference to Fig. 10A to 10C.

[0067] Fig. Fig. 10A shows an operating state (e.g., third operating state) of the current control device 410 when the magnetic damping clutch 100 is operated in a damping emergency mode, Fig. 10B shows a distribution of the magnetic dust in the flux passage 122 according to the operation of the electromagnetic coils 126, and Fig. Figure 10C shows the intensity (e.g., strength) of the currents applied to the electromagnetic coils 126.

[0068] When the wheels are locked due to rapid braking of the semi-trailer 10 turning at high speed, the controller 400 may be configured to detect an emergency situation with a high probability of rollover and may be configured to operate the magnetic damper clutch 100 in a damper emergency mode. Wheel lock, which occurs when the semi-trailer 10 turns, causes the maximum possible dangerous rollover. Specifically, the controller 400 may be configured to apply a drive current to the four electromagnetic coils 126 through the current control device 410. A drive current of a predetermined maximum intensity may be applied to all four electromagnetic coils 126.

[0069] When the maximum drive current is applied to the four electromagnetic coils 126, the magnetic dust of the MR fluid is intensively arranged throughout the flow passage 122 of the piston 120, and consequently, the MR fluid is unable to pass through the flow passage 122. Because the flow passage 122 prevents the MR fluid from flowing, the yaw of the semi-trailer 10 can be suppressed, and as a result, the side-to-side pitching of the semi-trailer 10 and the trailer 20 is prevented.

[0070] The controller 400 may be configured to monitor the wheel speed of the semi-trailer 10 while applying a drive current to the electromagnetic coils 126. In response to determining that the wheel lock of the semi-trailer 10 is removed based on the wheel speed information, the controller 400 may be configured to compare the turning radius of the semi-trailer 10 and the turning radius of the trailer 20. In response to determining that there is no difference between the turning radius of the semi-trailer 10 and the turning radius of the trailer 20, the controller 400 may be configured to stop applying current to the electromagnetic coils 126.

[0071] Specifically, the difference between the angular acceleration of the semi-trailer 10 and the trailer 20 and the difference between the turning radii of the semi-trailer 10 and the trailer 20 decrease, so that it may be possible to determine the semi-trailer following stability of the trailer 20. Furthermore, it may be possible to gradually reduce the number of electromagnetic coils 126 to which a current is / will be applied and the intensity of the current applied to the electromagnetic coils 126 according to the semi-trailer following stability of the trailer 20. In addition, reference numeral '414' in Fig. 8A, Fig. 9A and Fig. 10A a current source that provides the current that is / is applied to the electromagnetic coils 126.

[0072] Hereinafter, a control method for preventing cross-stalling by using a magnetic damping clutch 100 will be described with reference to Fig. 11A and Fig. 11B. As in Fig. 11A, the sign of the steering angle of the semi-trailer 10 and the sign of the steering angle of the trailer 20 may first be compared (S10). In response to determining that the sign of the steering angle of the semi-trailer 10 and the sign of the steering angle of the trailer 20 are the same, the sign of the steering angle of the semi-trailer 10 and the sign of the steering angle of the trailer 20 may be compared again.

[0073] In response to determining that the sign of the steering angle of the semi-trailer 10 and the sign of the steering angle of the trailer 20 are different in step S10, the magnetic damping coupling 100 may enter the damping-ready mode (S11). Next, it may be determined whether the angular acceleration of the trailer 20 is greater than the angular acceleration of the semi-trailer 10 (S12). In response to determining that the angular acceleration of the trailer 20 is less than the angular acceleration of the semi-trailer 10, the magnetic damping coupling may remain in the damping-ready mode.

[0074] Specifically, it may be determined whether the sign of the steering angle of the semi-trailer 10 is (+) (S13). If the sign of the steering angle of the semi-trailer 10 is (+), a critical current set to minimum intensity may be applied to the first left coil 126a (S14), and if the sign of the steering angle of the semi-trailer 10 is (-), the critical current may be applied to the first right coil 126c (S15). In response to determining that the angular acceleration of the trailer 20 is greater than the angular acceleration of the semi-trailer 10 in step S12, it may be determined whether the wheels of the semi-trailer 10 are locked (S16). In response to determining that the wheels of the semi-trailer are not locked, the magnetic damper clutch 100 may enter the damper-normal mode (S17).

[0075] Next, the difference between the angular acceleration of the semi-trailer 10 and the angular acceleration of the trailer 20 can be calculated (S18), and the currents applied to the electromagnetic coils 126 can be adjusted according to (e.g., proportional to) the difference between the angular acceleration of the semi-trailer 10 and the angular acceleration of the trailer 20. The difference between the angular accelerations of the semi-trailer 10 and the trailer 20 can be determined as a first ratio, a second ratio, a third ratio, and a fourth ratio based on the acceleration of the semi-trailer 10. A comparison of the magnitudes of the ratios "first ratio > second ratio > third ratio > fourth ratio" is made (e.g., is satisfied).

[0076] As shown in Fig.11B, when the difference between the angular accelerations of the semi-trailer 10 and the trailer 20 is the first ratio, a current may be applied to only one electromagnetic coil (S19). Specifically, a current may be applied to just the first left coil 126a and the first right coil 126c. When the difference between the angular accelerations of the semi-trailer 10 and the trailer 20 is the second ratio, a current may be applied to two electromagnetic coils (S20). Specifically, a current may be applied to the first left coil 126a and the second left coil 126b, or a current may be applied to the first right coil 126c and the second right coil 126d according to the turning direction of the semi-trailer 10.

[0077] When the difference between the angular accelerations of the semi-trailer 10 and the trailer 20 is the third ratio, a current may be applied to three electromagnetic coils (S21). Specifically, a current may be applied to the first left coil 126a, the second left coil 126b, and the second right coil 126d, or a current may be applied to the first right coil 126c, the second right coil 126d, and the second left coil 126b according to the turning direction of the semi-trailer 10. When the difference between the angular accelerations of the semi-trailer 10 and the trailer 20 is the fourth ratio, a current may be applied to all four electromagnetic coils 126 (S22).

[0078] After applying a current to the electromagnetic coils 126 according to the difference between the angular acceleration of the semi-trailer 10 and the trailer 20 as described above, it can be determined whether there is a difference between the turning radius according to the sign of the steering angle of the semi-trailer 10 and the turning radius according to the wheel speed information of the trailer 20 (S23). If there is no difference between the turning radius of the semi-trailer 10 and the turning radius of the trailer 20, the adjustments to the current applied to the electromagnetic coils can be terminated. If there is a difference between the turning radius of the semi-trailer 10 and the turning radius of the trailer 20, step S12 can be executed.

[0079] Further, in response to determining that wheel lock of the semi-trailer has occurred in step S16, the magnetic damper clutch 100 may enter the damper emergency mode (S24). When the magnetic damper clutch 100 enters the damper emergency mode, a drive current of maximum intensity may be simultaneously applied to the four electromagnetic coils 126 disposed in the piston 120 (S25). While the drive current of maximum intensity is being applied to the four electromagnetic coils 126, it may be determined in real time whether there is a difference between the turning radius according to the sign of the steering angle of the semi-trailer 10 and the turning radius according to the wheel speed information of the trailer 20 (S23).

[0080] Similar to the case where the magnetic damping clutch 100 enters the damping-normal mode, the adjustment of the current applied to the electromagnetic coils may be terminated when there is no longer a difference between the turning radius according to the sign of the steering angle of the semi-trailer 10 and the turning radius according to the wheel speed information of the trailer 20. If there is a difference between the turning radius of the semi-trailer 10 and the turning radius of the trailer 20, step S12 may be executed.

[0081] Although exemplary embodiments of the present disclosure have been described above, the scope of the present disclosure is not limited to the exemplary embodiments, and various changes and modifications by one skilled in the art are also included within the scope of the present disclosure as defined by the following claims.

Claims

[1] Device for preventing cross-positioning by using a magnetic damping coupling (100) of a semi-trailer truck (10), comprising: a coupling body (110) which is arranged on a semi-trailer (10) and which has a guide pivot pin (210) of a trailer (20) inserted therein, a cylinder (114) arranged in the clutch body (110) and filled with a magnetorheological (MR) fluid, a piston (120) arranged in the cylinder (114) to be attached to the guide pivot (210), which has a flow passage (122) in which the MR fluid flows, and which has electromagnetic coils (126) which generate a magnetic field in the flow passage (122) when a current is applied to them, a control device (400) configured to apply a current to at least one of the electromagnetic coils (126) in response to determining that a transverse roll of the semi-trailer (10) and the trailer (20) has occurred, wherein the electromagnetic coils (126) are arranged linearly along the flux passage (122) of the piston (120), and wherein the control device (400) is configured to determine the number of electromagnetic coils (126) to which a current is applied based on a difference between an angular acceleration of the semi-trailer truck (10) and an angular acceleration of the trailer (20). [2] Device according to claim 1, characterized by that the cylinder (114) is formed in a semicircular shape, extending around the guide pivot (210) which is inserted into the coupling body (110). [3] Device according to claim 1 or 2, characterized bythat the piston (120) has a coupling opening (124) in which a fastening pin (212) of the guide pivot (210) is inserted, and, when the trailer (20) turns, the piston (120) rotates with the guide pivot (210) around the guide pivot (210). [4] Device according to one of claims 1 to 3, characterized by that the electromagnetic coils (126) comprise a first left coil (126a) arranged on the left side of the piston (120), a first right coil (126c) arranged on the right side of the piston (120), a second left coil (126b) arranged between the first left coil (126a) and the first right coil (126c), and a second right coil (126d) arranged between the second left coil (126b) and the first right coil (126c). [5] Device according to one of claims 1 to 4, characterized bythat a trailer steering angle sensor (128) configured to detect a steering angle of the trailer (20) due to the rotation of the guide pivot (210) is arranged on the coupling body (110), and a semi-trailer steering angle sensor (310) configured to detect the steering angle of the semi-trailer (10) is arranged on the semi-trailer (10). [6] Device according to claim 5, characterized by that, when a turning direction according to a sign of the steering angle of the semi-trailer truck (10) and a turning direction according to a sign of the steering angle of the trailer (20) are different, the control device (400) is configured to predict that sideways turning will occur and to apply a predetermined critical current to an electromagnetic coil (126a, 126b, 126c, 126d) of the electromagnetic coils (126) arranged in an opposite direction with respect to the turning direction of the semi-trailer truck (10). [7] Device according to claim 5 or 6, characterized by that, when a turning direction according to a sign of the steering angle of the semi-trailer truck (10) and a turning direction according to a sign of the steering angle of the trailer (20) are different, and the angular acceleration of the trailer (20) is greater than the angular acceleration of the semi-trailer truck (10), the control device (400) is configured to determine that sidestepping has occurred and to apply a drive current to one or more of the electromagnetic coils (126). [8] Device according to one of claims 6 to 7, characterized bythat when a current is applied to two or more electromagnetic coils (126), the control device (400) is configured to apply a current sequentially, starting at an electromagnetic coil (126a, 126b, 126c, 126d) which is arranged at the outermost edge of the electromagnetic coils (126) and which is arranged in an opposite direction with respect to the turning direction of the semi-trailer truck (10). [9] Device according to one of claims 5 to 8, characterized bythat, when a turning direction according to a sign of the steering angle of the semi-trailer truck (10) and a turning direction according to a sign of the steering angle of the trailer (20) are different, the angular acceleration of the trailer (20) is greater than the angular acceleration of the semi-trailer truck (10) and the wheels of the semi-trailer truck (10) are locked, the control device (400) is configured to determine that maximum roll has occurred and to apply a current to all of the electromagnetic coils (126) arranged in the piston (120) simultaneously. [10] Device according to one of claims 5 to 9, characterized byin that in response to determining that there is no difference between a turning direction according to the sign of the steering angle of the semi-trailer truck (10) and a turning direction according to the wheel speed information of the trailer (20), the control device (400) is configured to stop the current supply to the electromagnetic coils (126). [11] Device according to claim 4 or according to any one of claims 5 to 10 in combination with claim 4, characterized by that when the semi-trailer truck (10) turns left, the control device (400) is configured to apply a current to the first right coil (126c) and then to sequentially apply a current to the second right coil (126d), the second left coil (126b) and the first left coil (126a). [12] Device according to claim 4 or according to any one of claims 5 to 11 in combination with claim 4, characterized bythat when the semi-trailer truck (10) turns right, the control device (400) is configured to apply a current to the first left coil (126a) and then to sequentially apply a current to the second left coil (126b), the second right coil (126d) and the first right coil (126c).

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