Hybrid vehicle and stability control method thereof

Abstract

The present application relates to a hybrid vehicle and a stability control method thereof, the method including: determining a possibility of a side collision; as a result of determining the possibility of the side collision, applying standby hydraulic pressure to a hydraulic brake device when there is a possibility of the side collision; when the side collision is detected, performing avoidance steering using the hydraulic brake device in consideration of a direction of the side collision; and performing stability control after the avoidance steering is performed.

Description

TECHNICAL FIELD

[0001] The present application relates to a hybrid vehicle and a stability control method thereof for improving safety when a side collision is predicted or occurs. BACKGROUND

[0002] Generally, a hybrid electric vehicle (HEV) denotes a vehicle that utilizes two power sources, mainly including an engine and a motor. The HEV has superior fuel efficiency and engine performance compared to a vehicle including only an internal combustion engine, and is also advantageous in reducing emissions, and thus, has been actively developed recently.

[0003] The configuration of a hybrid vehicle will be described. Figure 1 To show a schematic view of an example of a powertrain configuration of a general parallel type hybrid vehicle.

[0004] Figure 1 A powertrain of a hybrid vehicle employing a parallel type hybrid system including a motor 140 (or drive motor) and an engine clutch 130 installed between an internal combustion engine (ICE) 110 and a transmission 150 is shown.

[0005] Generally, in such a vehicle, when the driver steps on an accelerator after starting the vehicle, the motor 140 is driven using the power of a battery while the engine clutch 130 is disengaged, and the power is transmitted through the transmission 150 and a final drive (FD) 160 (i.e., EV mode) to move the wheels. As the vehicle gradually accelerates, further high tractive force is required, in which case, an assist motor (or starter generator motor 120) can operate to drive the engine 110.

[0006] Accordingly, when the rotational speed of the engine 110 and the rotational speed of the motor 140 are equal to each other, the engine clutch 130 is further engaged so that both the engine 110 and the motor 140 drive the vehicle (i.e., converted from the EV mode to the HEV mode). When a predetermined engine-off condition such as deceleration of the vehicle is satisfied, the engine clutch 130 is disengaged and the engine 110 is stopped (i.e., converted from the HEV mode to the EV mode). In addition, the hybrid vehicle converts the tractive force of the wheels into electric energy to recharge the battery, which is called brake energy regeneration or regenerative braking.

[0007] The starter-generator motor 120 functions as a starter motor at the time of engine start and functions as a generator at the time of recovering rotational energy after the engine start or during the engine-off state. Therefore, the starter-generator motor 120 can also be referred to as a hybrid starter generator (HSG), and can be referred to as an assist motor as necessary.

[0008] However, in the above-described hybrid vehicle, it is possible to rapidly apply a braking force by regenerative braking by torque control of the motor 140, but it is not possible to independently control the torque of regenerative braking for each wheel. In other words, one drive motor 140 is connected to two drive wheels through a differential device, and therefore, it is not possible to independently control the torque of each wheel as long as each wheel does not include a separate drive motor. Therefore, in an emergency such as a side collision, it is not possible to expect a stability control function only by regenerative braking.

[0009] In hydraulic braking, a braking force is generated by pressing a brake pad attached to a brake caliper against a brake disc using hydraulic pressure on the opposite surface of the brake disc rotating together with the wheel to generate friction. By using four solenoids of an anti-lock braking system (ABS) device in one booster and a master cylinder, it is possible to independently control the braking force of four wheels. Generally, a gap is formed between the brake pad and the brake disc to eliminate friction during running. In this case, when the gap increases, it is possible to completely eliminate the friction between the brake disc and the brake pad, but a delay phenomenon occurs until an actual braking force is obtained by applying hydraulic pressure to generate friction between the brake disc and the brake pad. On the contrary, when the gap decreases, it is possible to quickly ensure a braking force, but fuel efficiency is reduced while the brake disc and the brake pad are in contact with each other. In a hybrid vehicle, it is possible to immediately apply a braking torque by regenerative braking, and therefore, the gap tends to increase for improved fuel efficiency.

[0010] In other words, in the case of hydraulic braking, it is possible to independently control the braking force for each wheel by the ABS module, but when standby hydraulic pressure is not applied to improve fuel efficiency, a delay phenomenon occurs to generate a braking force. This delay phenomenon is very short, but since a difference of several thousandths of a second can also cause a car accident, it is very important to reduce the difference.

[0011] Therefore, in order to immediately perform a stability control function in the event of a side collision, it is desirable to apply standby hydraulic pressure in advance in the event of a predicted side collision. However, there is a limitation in that a side collision sensor for operating an airbag operates only in the event of a threshold value or greater, and cannot predict a collision. An electronic stability control (ESC) device compares a driver's steering with vehicle behavior, and controls the stability of the vehicle, but in the event of a side collision, it is very safe not to perform a collision avoidance steering in a steering direction in which a side collision is performed, and then to control stability in the steering direction.

[0012] The information included in the Background section of this detailed description is only for enhancement of understanding of the general background of the application and should not be considered as admitting that this information constitutes prior art. SUMMARY

[0013] Therefore, the present application relates to a hybrid vehicle and a stability control method thereof for enhancing safety as much as possible through stability control in the event of a predicted or occurred collision.

[0014] In particular, the present application relates to a hybrid vehicle and a stability control method thereof for enhancing safety as much as possible through stability control in the event of a predicted or occurred side collision.

[0015] The technical problems solved by the embodiments are not limited to the above technical problems, and other technical problems not described herein will become apparent to those skilled in the art from the following description.

[0016] To achieve these objects and other advantages and according to the purposes of the application, as embodied and broadly described herein, a stability control method of a vehicle includes determining a possibility of a side collision, applying standby hydraulic pressure to a hydraulic brake device when there is a possibility of a side collision as a result of determining the possibility of a side collision, performing a collision avoidance steering using the hydraulic brake device in consideration of a direction of the side collision when the side collision is detected, and performing stability control after the collision avoidance steering is performed.

[0017] In another aspect of the present application, a vehicle for stability control includes a first controller configured to determine a possibility of a side collision, and configured to deliver an instruction to apply standby hydraulic pressure to a hydraulic brake device when there is a possibility of a side collision as a result of determining the possibility of a side collision, and a second controller configured to perform stability control after performing a collision avoidance steering using the hydraulic brake device in consideration of a direction of the side collision when the first controller detects a side collision after determining the possibility of a side collision. Attached Figure Description

[0018] The accompanying drawings are included to provide a further understanding of the invention and are incorporated into and constitute a part of this invention. These drawings illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention. In the drawings:

[0019] Figure 1 A schematic diagram illustrating an example of the powertrain configuration of a typical parallel hybrid vehicle.

[0020] Figure 2 A schematic diagram illustrating an example configuration of a hybrid vehicle according to an exemplary embodiment of the present invention;

[0021] Figure 3A and Figure 3B This is a schematic diagram illustrating the concept of how a hybrid vehicle operates when a side collision is predicted, according to an exemplary embodiment of the present invention.

[0022] Figure 4A and Figure 4B This is a schematic diagram illustrating the concept of operation of a hybrid vehicle in the event of a side collision according to an exemplary embodiment of the present invention;

[0023] Figure 5A , Figure 5B and Figure 5C A schematic diagram illustrating the physical laws relating to the evasive steering of a hybrid vehicle in the event of a side collision, according to an exemplary embodiment of the present invention; and

[0024] Figure 6 A flowchart illustrating an example of stability control operation of a hybrid vehicle according to an exemplary embodiment of the present invention. Detailed Implementation

[0025] Hereinafter, exemplary embodiments of the invention will be specifically described with reference to the accompanying drawings, enabling those skilled in the art to readily implement these exemplary embodiments. However, the invention can be implemented in various ways and is not limited to the exemplary embodiments described herein. In the drawings, for clarity of description, portions irrelevant to the invention will be omitted, and similar portions are indicated by similar reference numerals throughout the specification.

[0026] Throughout this specification, when a section “includes” a component, this does not exclude other components, which may be further included unless otherwise stated. The same reference numerals will be used throughout the drawings to denote the same or similar parts.

[0027] An exemplary embodiment of the present application proposes that, for a vehicle (e.g., a hybrid vehicle) to which standby hydraulic pressure is not applied for the purpose of improving fuel efficiency, safety is enhanced by applying standby hydraulic pressure of a hydraulic brake device for early preparation of a side collision in the event of a side collision predicted during travel, and when an electronic stability control (ESC) device is operated due to a difference between a required advancing direction of a driver and an actual advancing direction, performing stability control after evasive steering in consideration of the side collision.

[0028] Figure 2 A schematic diagram showing an example of the configuration of a hybrid vehicle according to an exemplary embodiment of the present application.

[0029] Reference Figure 2 A hybrid vehicle according to an exemplary embodiment can generally include an information acquisition unit 211, 213, 215, and 217 for acquiring required information required for stability control, a control unit 221 and 223 for performing determination, decision, and control required for stability control, and an execution unit 231 for executing control determined by the control unit 221 and the control unit 223.

[0030] First, in addition to the overall drive control function of a general hybrid vehicle (e.g., drive mode switching or scheduling according to a drive load or a battery state), the hybrid controller 221 can determine the possibility of a side collision occurring based on the state of the vehicle and the surrounding situation, and when there is a possibility of a side collision, can deliver an instruction to apply standby hydraulic pressure for evasive steering after a collision (described below) to the brake controller 231, and can notify the stability controller 223 of the possibility of a side collision.

[0031] To this end, the hybrid controller 221 can acquire information on the surrounding situation of the vehicle from a body control module (BCM) 211, and can acquire vehicle speed information from a vehicle speed sensor 213. For example, the BCM 211 can acquire information on whether the outside mirror has been folded, and can acquire information on whether there is an object approaching the vehicle from a blind spot detection (BSD) device.

[0032] The information on whether the outside mirror has been folded can be considered to predict a side collision for the following reasons. The portion that protrudes most from the side of the vehicle is the outside mirror. Therefore, when the outside mirror has been folded before a side collision with another vehicle occurs and contacts the vehicle or the like, the likelihood of a side collision with the vehicle is very high, and thus this can lead to a prediction of a side collision. Even if the outside mirror is folded, the hybrid control 221 can determine that there is no likelihood of a collision when no surrounding vehicle is detected based on the BSD information.

[0033] When determining the likelihood of a side collision based on the folding state of the outside mirror and the BSD information, the hybrid control 221 can consider the current driving situation. For example, this is because the driver arbitrarily folds the outside mirror in the case of parking and stopping the vehicle, rather than in the driving situation, and an obstacle such as another vehicle or a wall is always detected around the vehicle. Therefore, conditions that can determine whether a side collision occurs can be preset. For example, the state in which the vehicle is started (IG start or EV / HEV ready), the state in which the transmission is R / N / D, and the state in which the parking assist function (Smart Parking Assist System (SPAS) or the like) is not operated can correspond to the conditions. When the conditions are set, in the case where the outside mirror is folded and the SPAS function is operated to park the vehicle in a narrow space, or in the case where the transmission is in the P range and the outside mirror is folded to use a mechanical parking lot, the stability control according to the present embodiment can not be unnecessarily performed.

[0034] Then, the stability controller 223 can determine that a collision occurs in addition to the ESC function based on the general yaw rate, and when the hybrid control 221 indicates that there is a likelihood of a side collision occurring, the stability controller 223 can control the stability control process after the avoidance steering when the intended forward direction of the driver and the actual forward direction of the vehicle do not match each other. Here, the avoidance steering can mean that the vehicle moves close to the lane on the opposite side to the collision side (when a median barrier or a guardrail is detected, the lane can be replaced with the median barrier or the guardrail), and such avoidance steering can be started by applying a hydraulic braking force to the front wheel on the opposite side to the collision side, and the hybrid control 221 can pre-deliver an instruction to apply a standby hydraulic pressure to the brake controller 231 at the time when a side collision is predicted to occur. Therefore, the avoidance steering can be immediately performed without a delay due to a gap between a brake disc and a brake pad. A more detailed avoidance steering process will be described below with reference to FIG. 5, and the stability control after the avoidance steering corresponds to the general stability control (ESC) function, and thus a detailed description thereof is omitted.

[0035] To this end, the stability controller 223 can acquire information on the yaw rate from the yaw rate sensor 215, and can acquire information on the distance between the vehicle and the lane from an advanced driver assistance system (ADAS). For example, the information on the distance between the vehicle and the lane can be acquired through lane information detected by a line keeping assistance system (LKAS) of the ADAS 217, and the range and form of the avoidance steering can also be determined according to the distance between the vehicle and the nearest lane located on the opposite side of the collision side.

[0036] The brake controller 231 can apply the standby hydraulic pressure and the braking force to each wheel, can apply the standby hydraulic pressure to each wheel according to the instruction to apply the standby hydraulic pressure of the hybrid controller 221 as described above, and can apply the braking force to each wheel to perform the avoidance steering according to the instruction to apply the braking force of the stability controller 223. The brake controller 231 can be implemented in the form of an integrated brake assist unit (iBAU), but the present application is not limited thereto.

[0037] Hereinafter, the concept and calculation form of the pre-act at the time of predicting a collision and the avoidance steering and stability control after the collision will be described based on the above-described configuration of the vehicle with reference to Figure 3A 、 Figure 3B 、 Figure 4A 、 Figure 4B 、 Figure 5A 、 Figure 5B and Figure 5C .

[0038] Figure 3A and Figure 3B are schematic diagrams for explaining the concept of the operation of the hybrid vehicle when a side collision is predicted according to an exemplary embodiment of the present application.

[0039] First, with reference to Figure 3A , before the other vehicle 20 collides directly with the vehicle body of the host vehicle 10 while the other vehicle 20 approaches the right side of the host vehicle 10 during travel, the outside mirror can be folded in advance. The hybrid controller 221 can detect obstacles around by the BSD, can predict the possibility of a side collision based on the folding of the outside mirror, and can deliver an instruction to apply standby hydraulic pressure to the brake controller 231.

[0040] Therefore, as shown in Figure 3B , the brake controller 231 can apply the standby hydraulic pressure to cause the brake caliper 12, which includes the brake pads attached thereto, to approach the brake disc 11.

[0041] Figure 4A and Figure 4B is a diagram for explaining a concept of operation of a hybrid vehicle at the time of a side collision according to an example embodiment of the present application. It can be assumed that Figure 4A and Figure 4B is a case where Figure 3A and Figure 3B is a subsequent case.

[0042] As shown in Figure 4A , when a collision 410 occurs on the right side of the host vehicle 10, as shown in Figure 4B , the stability controller 223 can determine a distance between the host vehicle 10 and the nearest lane 420 located on the opposite side of the collision 410. The stability controller 223 can perform an avoidance steering based on the determined distance to the lane 420, transmit a brake command to the brake controller 231, and cause the host vehicle 10 to approach the corresponding lane 420 to sequentially apply a brake force to the left front wheel and the right front wheel. After the avoidance steering, the stability controller 223 can perform stability control (ESC) according to whether the yaw rate is abnormal.

[0043] Figure 5A , Figure 5B and Figure 5C is a diagram for explaining a physical law related to avoidance steering of a hybrid vehicle at the time of a side collision according to an example embodiment of the present application.

[0044] In Figure 5A , Figure 5B and Figure 5C , it is assumed that a collision occurs on the right side of the host vehicle 10. Figure 5A shows a case at the time point when a collision is detected (i.e., t = 0), Figure 5B shows a case at the time point when a brake force is applied to the left front wheel after the collision is detected (i.e., t = 0 to t1), Figure 5C shows a case at the time point when brake forces are sequentially applied to the left front wheel and the right front wheel (i.e., t = t1+ t2).

[0045] First, referring to Figure 5A , at t0, a collision occurs on the right side, and thus the stability controller 223 can determine an avoidance steering toward the left lane 420, and can first determine to apply a brake force F FL to the left front wheel of the vehicle during t1. Then, as shown in Figure 5B , the stability controller 223 can apply a brake force F FR to the right front wheel during t2, and as shown in Figure 5C , the stability controller 223 can control the vehicle 10 to be in a state where the vehicle travels in a forward direction.

[0046] Hereinafter, the process of determining the braking force F of each wheel by the stability controller will be described. FL / F FR and the application time t 1 / 2 .

[0047] Hereinafter, the assumptions applied in Figure 5A , Figure 5B and Figure 5C will be described.

[0048] Assumption 1: The time period of applying hydraulic pressure and applying braking torque can be very short compared to the behavior of the vehicle (dynamics), and thus can be ignored.

[0049] Assumption 2: The braking torque can be applied constantly over time.

[0050] Assumption 3: The vehicle's Ψ (yaw angle) is very small, and thus Ψ is approximated as sin Ψ.

[0051] Figure 6 , Figure 6 and Figure 6 have the following meanings.

[0052] I vehicle : Moment of inertia of the vehicle

[0053] M: Mass of the vehicle

[0054] S: Track of the vehicle

[0055] F FL / F FR : Left / right braking force of the front wheel

[0056] Ψ: Yaw angle of the vehicle

[0057] d: Distance between the vehicle and the lane opposite to the collision of the vehicle

[0058] V0: Initial speed of the vehicle

[0059] t 1 / 2 : Time of applying the left / right braking force of the front wheel

[0060] d 1 / 2 : Lateral movement distance of the vehicle at the time of applying the left / right braking force of the front wheel

[0061] V 1 / 2 : Vehicle speed at the time of applying the left / right braking force of the front wheel

[0062] Ψ 1 / 2 : Yaw angle of the vehicle at the time of applying the left / right braking force of the front wheel.

[0063] First, the braking force can be applied to the left front wheel from t0 to t1, in which case the behavior (dynamics) of the vehicle can conform to the following equation.

[0064] Equation 1

[0065]

[0066] According to the above Equation 1, the moment of the vehicle can be a value obtained by multiplying the moment of inertia I of the vehicle vehicle by the angular acceleration and can be half the product of the wheel base s and the braking force F of the left front wheel. FL

[0067] Equation 2

[0068]

[0069] According to the above Equation 2, the angular velocity can be a value obtained by transforming the above Equation 1 with respect to the angular acceleration and then approximating the integral value of the resulting value.

[0070] Equation 3

[0071]

[0072] By re-integrating the angular velocity of the above Equation 2, the yaw angle ψ1(t) of the vehicle at the time when the braking force is applied to the left front wheel can be obtained.

[0073] Equation 4

[0074]

[0075] The distance d1(t) between the vehicle 10 and the lane 420 during t1 can be expressed as the integral value of the lateral movement component v1(t)sinψ1(t) of the vehicle speed during the corresponding time period according to the above Equation 4.

[0076] As a result, the lane direction movement distance d1, the vehicle speed v1, and the yaw angle ψ1 during t1 can be summarized according to the following Equation 5.

[0077] Equation 5

[0078]

[0079]

[0080]

[0081] ​Hereinafter, the vehicle behavior (dynamics) during the time when the braking force is applied to the right front wheel (i.e., t = tl to tl + t2) is summarized as follows.

[0082] Equation 6

[0083]

[0084] The distance d2 between the vehicle 10 and the lane 420 during t2may be a value obtained by subtracting dl from the moving distance to t2, and thus can be expressed according to the above Equation 6 with reference to the above Equations 4 and 5.

[0085] Equation 7

[0086]

[0087] As a result, the yaw angle ψ2during t2may be summarized according to the above Equation 7.

[0088] Finally, the vehicle behavior (dynamics) needs to satisfy the condition of the following Equation 8.

[0089] Equation 8

[0090] d = dl + d2

[0091] ψ = ψl + ψ2 = 0

[0092] The stability controller 223 can determine an appropriate F FL / F FR and t 1 / 2 . These parameters interact, for example, as the braking force increases, the time can decrease. Thus, when the stability controller 223 generates a braking force predefined according to the vehicle speed, it is possible to obtain the time t 1 / 2 for performing the braking force, or vice versa.

[0093] The stability control of the hybrid vehicle described so far is summarized in the flowchart of Figure 2 .

[0094] Figure 3A A flowchart showing an example of the operation of the stability control of the hybrid vehicle according to the exemplary embodiment of the present application. In the operation in Figure 3B , for the sake of simplicity of explanation, the operations described above with reference to Figure 4A , Figure 4B , Figure 5A , Figure 5B , Figure 5C , Figure 6 , Figure 5A and Figure 5B are not described.

[0095] Reference Figure 5C First, the hybrid controller 221 can determine whether there is a possibility of a side collision (S610).

[0096] As a result of the determination, when there is a possibility of a side collision, for example, when there is an obstacle around the vehicle or the outside mirror has been folded, the hybrid controller 221 can determine whether the vehicle is traveling (S620). Whether the vehicle is traveling can be determined according to the state of the transmission, the vehicle speed, whether the vehicle is started, etc. In some embodiments, the order of operation S620 and operation S610 can be swapped.

[0097] In operation S610 and operation S620, when it is determined that there is a possibility of a side collision during traveling, the hybrid controller 221 can deliver an instruction to apply standby hydraulic pressure to the brake controller 231, and thus the brake controller 231 can apply standby hydraulic pressure (S630).

[0098] When the hybrid controller 221 informs the stability controller 223 that there is a possibility of a side collision, the stability controller 223 can monitor the yaw rate, and can detect whether a collision occurs (S640), and, when a collision occurs (S640), the stability controller 223 can control a stability control operation after avoidance steering (S650). As described above, avoidance steering can be performed to move the vehicle close to a lane, a median barrier, a guardrail, etc. located on the opposite side of the collision side, and with respect to the magnitude and application time of the braking force for each wheel for avoidance steering, the methods described above with reference to ​ 、 ​ and ​ may be applied.

[0099] So far, the determination result of the possibility of a side collision according to the above-described exemplary embodiment can be applied to the application of standby hydraulic pressure and enters a collision detection state before avoidance steering, but according to another embodiment, the corresponding information can be referred to for deployment of a side (curtain) airbag. For example, when the side collision sensor fails to recognize a side collision due to a failure state of the side collision sensor or the influence of a collision angle, the determination result of the possibility of a side collision can be referred to for determining whether a side (curtain) airbag is deployed and whether other airbags are deployed based on the detection result of other sensors.

[0100] In addition, when it is determined that there is a possibility of a side collision, the hybrid controller 221 can transmit the determination result to an output unit in the vehicle, and the stability controller can also notify the output unit in the vehicle that the stability control was performed after the avoidance steering due to the side collision. In this way, a visual guidance / warning can be output on the output unit in the vehicle (e.g., a display of an audio main unit, a head-up display, or a combination instrument panel), or a guidance / warning sound can be output through a speaker.

[0101] The exemplary embodiments of the present application can have the following effects.

[0102] For a vehicle in which a hydraulic brake device is not applied for standby hydraulic pressure in order to improve fuel efficiency, when the side mirror has been folded or a side vehicle is detected by BSD, standby hydraulic pressure can be applied to enhance safety in the event of a side collision of the vehicle while maintaining the existing fuel efficiency level.

[0103] The side collision can be limited to the steering direction of the driver, and the stability control can be performed after the avoidance steering, thereby improving the safety and marketability of the vehicle.

[0104] The hybrid vehicle related to at least one embodiment configured as above can achieve safety as much as possible.

[0105] Specifically, according to the exemplary embodiments of the present application, when a side collision is predicted, standby hydraulic pressure can be applied, so that the stability control can be immediately performed when a collision is detected, and the stability control can be performed after the avoidance steering, thereby improving safety after a collision.

[0106] It will be understood by those skilled in the art that the effects that can be achieved by the present application are not limited to the effects already specifically described above, and that other advantages of the present application will be more clearly understood from the following detailed description.

[0107] The present application can also be embodied as computer readable code on a computer readable recording medium. The computer readable recording medium is any data storage device that can store data which can be thereafter read by a computer system. Examples of the computer readable recording medium include read-only memories (ROMs), random-access memories (RAMs), CDs, magnetic tapes, floppy disks, and optical data storage devices.

[0108] Therefore, the above exemplary embodiments should be understood in all aspects as illustrative and not restrictive. The scope of the present application should be determined by the appended claims and their legal equivalents, rather than by the description, and all changes coming within the meaning and equivalency range of the appended claims should be embraced within the scope of the present application.

Claims

1. A method for controlling vehicle stability, the method comprising: Determine the likelihood of a side collision; As a result of determining the likelihood of a side collision, when the likelihood of a side collision exists, standby hydraulic pressure is applied to the hydraulic braking device. When a side collision is detected, taking into account the direction of the side collision, the distance between the vehicle and at least one of the lane, median barrier, or guardrail, as well as the vehicle's yaw angle and vehicle speed, an evasive steering is performed using a hydraulic braking device. Hydraulic braking force is sequentially applied to a first front wheel located on the opposite side of the side collision and a second front wheel located on the side corresponding to the side collision. The magnitude of the first braking force to be applied to the first front wheel, the first time point at which the first braking force is applied, the magnitude of the second braking force to be applied to the second front wheel, and the second time point at which the second braking force is applied are determined. After performing the evasive steering maneuver, stability control is then implemented.

2. The method according to claim 1, wherein, When the vehicle meets the preset conditions during operation, the step of applying standby hydraulic pressure is executed.

3. The method according to claim 1, wherein, The step of performing an evasive steering maneuver is to approach at least one of the lane, median barrier, or guardrail adjacent to the vehicle on the opposite side of the side collision side.

4. The method according to claim 1, wherein, Predefined values ​​based on vehicle speed are applied to the magnitude of the first braking force and the magnitude of the second braking force.

5. The method according to claim 1, wherein, The steps to determine the likelihood of a side collision are performed taking into account whether there are objects around the vehicle and whether the exterior mirrors are folded.

6. The method according to claim 1, wherein, The vehicle does not apply standby hydraulic pressure to the hydraulic braking system under normal circumstances, and the vehicle includes hybrid vehicles with a single drive motor.

7. The method of claim 1, further comprising: Information indicating the possibility of a side collision or the execution of at least one evasive steering action is output through a predetermined output unit.

8. A non-volatile computer-readable recording medium having a program recorded thereon for performing the vehicle stability control method according to claim 1.

9. A vehicle for stability control, the vehicle comprising: The first controller is configured to determine the likelihood of a side collision and, as a result of determining the likelihood of a side collision, to transmit a command to apply standby hydraulic pressure to the hydraulic braking device when the likelihood of a side collision exists. as well as The second controller is configured to: when the first controller detects a side collision after determining the possibility of a side collision, take into account the direction of the side collision, the distance between the vehicle and at least one of the lane, median barrier, or guardrail, as well as the vehicle's yaw angle and vehicle speed, perform evasive steering using a hydraulic braking device, sequentially apply hydraulic braking force to the first front wheel located on the opposite side of the side collision and the second front wheel located on the side corresponding to the side collision, and determine the magnitude of the first braking force to be applied to the first front wheel, the first time point at which the first braking force is applied, the magnitude of the second braking force to be applied to the second front wheel, and the second time point at which the second braking force is applied, and then perform stability control.

10. The vehicle for stability control according to claim 9, wherein, When the vehicle meets preset conditions during operation, the first controller transmits a command to apply standby hydraulic pressure.

11. The vehicle for stability control according to claim 9, wherein, The second controller performs control to execute evasive steering, thereby approaching at least one of the lane, median barrier, or guardrail adjacent to the vehicle on the opposite side of the side collision side.

12. The vehicle for stability control according to claim 9, wherein, The second controller applies a predefined value based on the vehicle speed to the magnitude of the first braking force and the magnitude of the second braking force.

13. The vehicle for stability control according to claim 9, wherein, The first controller takes into account the presence of objects around the vehicle and whether the exterior rearview mirrors are folded to determine the likelihood of a side collision.

14. The vehicle for stability control according to claim 9, wherein, The vehicle does not apply standby hydraulic pressure to the hydraulic braking system under normal circumstances, and the vehicle includes hybrid vehicles with a single drive motor.

15. The vehicle for stability control according to claim 9, further comprising an output unit configured to output information indicating the likelihood of a side collision or at least one evasive steering action performed.

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