Vehicle stability control device and control method

Abstract

A vehicle stability control apparatus includes an input unit receiving a stability control level, a receiving unit receiving traveling information, and a stability control unit configured to control a driving force and a braking force based on the stability control level received from the input unit and the traveling information received from the receiving unit.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of Korean Patent Application No. 10-2023-0173724, filed on December 4, 2023, which is hereby incorporated by reference in its entirety. Technical Field

[0003] The invention relates to a vehicle stability control device and a control method. Background Art

[0004] The electronic stability control (ESC) equipped in the vehicle can prevent the vehicle from skidding and improve the driving stability of the vehicle. For safety reasons, it is currently applied to most vehicles.

[0005] Generally speaking, when an electronic stability control system (ESC) detects excessive wheel slip of a vehicle, the wheel slip may be mitigated by reducing output to the wheel experiencing the excessive wheel slip, and the direction of the vehicle may be controlled by controlling braking of the wheel experiencing the excessive wheel slip.

[0006] For example, when a vehicle turns sharply, the wheels on the inside of the turning radius may slip, causing the vehicle to be pushed to the outside of the turning radius. In this case, the electronic stability control can prevent the vehicle from skidding by controlling the braking of the wheels on the inside of the turning radius.

[0007] Also, there may be situations (such as when driving on a race track) where the driver is unable to completely turn off stability control or adjust the amount of stability control. Summary of the invention

[0008] The present invention provides a vehicle stability control device and a control method, which can adjust a control amount related to vehicle stability control.

[0009] According to one aspect of the present invention, a vehicle stability control apparatus may include an input unit receiving a stability control level, a receiving unit receiving vehicle driving information, and a stability control unit controlling driving force and braking force based on the stability control level and the driving information.

[0010] The driving information may include yaw rate information, and the stability control unit may control the braking force based on the yaw rate information.

[0011] When the yaw rate information exceeds a preset target yaw rate, the stability control unit may control the braking force.

[0012] The larger the stability control level is, the larger the target yaw rate can be set.

[0013] The stability control unit may adjust the magnitude of the braking force according to the magnitude of the yaw error, and the yaw error may be determined by a difference between the yaw rate information and a preset target yaw rate.

[0014] The stability control device may set the magnitude of the braking force according to the magnitude of the yaw error to increase as the stability control level increases.

[0015] The driving information may include wheel slip information, and the stability control unit may control the driving force according to the wheel slip information.

[0016] When the wheel slip information exceeds a preset target wheel slip, the stability control unit can control the driving force.

[0017] The greater the stability control level, the smaller the target wheel slip can be set.

[0018] The stability control unit can adjust the driving force according to the difference between the wheel slip information and the preset target wheel slip.

[0019] As the stability control level increases, the stability control unit may set the driving force larger according to the difference between the wheel slip information and the preset target wheel slip.

[0020] According to another aspect of the present invention, a vehicle stability control method may include receiving a stability control start signal, receiving stability control setting information and driving information, and performing stability control. The operation of the stability control may be performed by controlling a driving force and a braking force based on the driving information. The control of the driving force and the braking force may be adjusted according to the stability control setting information.

[0021] The stability control setting information may include stability control level information, and the driving information may include yaw rate information and wheel slip information. In performing the stability control operation, at least one of the yaw rate information and the wheel slip information may be used to control at least one of the driving force and the braking force.

[0022] When the yaw rate information exceeds a preset target yaw rate, the braking force may be controlled in the operation of performing the stability control.

[0023] As the stability control level increases, the target yaw rate can be set higher.

[0024] In the operation of performing the stability control, the magnitude of the braking force may be adjusted according to the magnitude of the yaw error, and the yaw error may be determined by the difference between the yaw rate information and a preset target yaw rate.

[0025] In the operation of performing the stability control, as the stability control level increases, the magnitude of the braking force according to the magnitude of the yaw error may be set larger, and the yaw error may be determined by the difference between the yaw rate information and a preset target yaw rate.

[0026] When the wheel slip information exceeds a preset target wheel slip, in the operation of performing the stability control, the target wheel slip may be set to decrease as the stability control level increases.

[0027] In the operation of executing the stability control, the magnitude of the driving force may be adjusted according to the difference between the wheel slip information and the preset target wheel slip.

[0028] In the operation of executing the stability control, the higher the stability control level is, the larger the magnitude of the driving force may be set according to the difference between the wheel slip information and the preset target wheel slip. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The above and other aspects, features and advantages of the present invention may be more clearly understood through the following detailed description in conjunction with the accompanying drawings, in which:

[0030] Figure 1 is a block diagram of a vehicle stability control apparatus according to an embodiment of the present invention;

[0031] Figure 2 is a schematic diagram showing an input unit including a display according to an embodiment of the present invention;

[0032] Figure 3 is a flow chart of a vehicle stability control method according to an embodiment of the present invention;

[0033] Figure 4 is a schematic diagram showing a target yaw rate according to a steering angle according to an embodiment of the present invention;

[0034] Figure 5A and Figure 5B is a schematic diagram showing the difference in yaw rate control according to an embodiment of the present invention;

[0035] Figure 6 is a schematic diagram showing excessive wheel slip of one wheel according to an embodiment of the present invention;

[0036] Figure 7 is a schematic diagram showing a starting time point of wheel slip control according to an embodiment of the present invention;

[0037] Figure 8 is a schematic diagram showing a starting time point of wheel slip control according to another embodiment of the present invention;

[0038] Fig. 9 is a schematic diagram illustrating wheel slip control according to an embodiment of the present invention; and

[0039] Fig.10 is a schematic diagram illustrating wheel slip control according to an embodiment of the present invention. DETAILED DESCRIPTION

[0040] The present invention will be described in detail below with reference to the accompanying drawings. When adding reference numerals to the elements of each drawing, the same reference numerals may refer to the same elements, although the same elements are shown in other drawings. Since the present invention can be variously changed and has various embodiments, specific embodiments are shown in the drawings and described in detail. However, this is not intended to limit the present invention to specific embodiments, but should be understood to include all modifications, equivalents and alternatives included in the spirit and scope of the present invention.

[0041] Terms such as "first", "second", etc. may be used to describe various components, but components should not be limited by the terms. These terms are only used for the purpose of distinguishing one component from another component. For example, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element without departing from the scope of the present invention. The term "and / or" includes a combination of multiple related enumerated items or any one of multiple related enumerated items.

[0042] The terms used in this application are only used to describe specific embodiments and are not intended to limit the present invention. Unless the context clearly states otherwise, singular expressions include plural expressions. In this application, terms such as "including" or "having" are intended to indicate features, quantities, steps, operations, components, parts, or combinations thereof described in the specification, but it should be understood that the possibility of having or adding one or more other features, quantities, steps, operations, components, parts, or combinations thereof is not excluded.

[0043] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as those commonly understood by ordinary technicians in the field to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the relevant technology, and unless clearly defined in this application, they should not be interpreted as ideal or overly formal meanings.

[0044] Preferred embodiments of the present invention will be described in more detail below with reference to the accompanying drawings.

[0045] Figure 1 is a block diagram of an EMB emergency braking device and an emergency braking method according to an embodiment of the present invention.

[0046] The vehicle stability control apparatus according to the embodiment of the present invention may include an input unit 100, a receiving unit 200, and a stability control unit 300, and the stability control unit 300 includes a first control unit 310 and a second control unit 320. The figure also shows a braking unit 400 and a driving unit 500 as described below.

[0047] The input unit 100 may receive information on whether a vehicle stability control device selected by a driver is used or information on a vehicle stability control level.

[0048] The input unit 100 may be a touch-recognizable display (eg, AVN (audio, video, navigation)) included in a vehicle cluster, and may receive information related to a user's desired vehicle stability control level through a driver's touch.

[0049] Figure 2 is a schematic diagram illustrating an input unit 100 including a display according to an embodiment of the present invention.

[0050] refer to Figure 2 , the input unit 100 can receive information on the vehicle stability control level required by the driver through the display.

[0051] For example, the driver may select a vehicle stability control level by moving the touch left or right between a maximum level (Lmax) and a minimum level (Lmin) on a graph plotted on the display.

[0052] Here, if the minimum level (Lmin) is set not to execute vehicle stability control, information on whether to use vehicle stability control does not need to be separately input, and a signal input device may be used to receive information on whether to use vehicle stability control and the vehicle stability control level.

[0053] Alternatively, the driver may operate the input unit 100 to adjust the range between the maximum level (Lmax) and the minimum level (Lmin) by a preset magnitude.

[0054] For example, the driver may input a desired vehicle stability control level by increasing or decreasing a preset amount (eg, 5 or 10) using plus, minus input buttons displayed on the input unit 100 .

[0055] In addition, the input unit 100 may receive information about the vehicle stability control level using voice. The input unit 100 includes an audio and a microphone provided in the vehicle, and may receive information about the vehicle stability control level by recognizing the driver's voice.

[0056] In addition, the input unit 100 may receive information on the vehicle stability control level using a pedal shift function. In this case, there is an advantage in that the driver can easily adjust the information on the vehicle stability control level even while driving.

[0057] The input unit 100 may not be limited to the above-mentioned display, audio, and microphone, as long as it is a device that can be used to receive information about the vehicle stability control level. For example, the input unit 100 may include a device for communicating with a mobile terminal and receiving information about the vehicle stability control level selected by the driver through an application (e.g., a Blue Link application) stored in the driver's mobile terminal.

[0058] Reference again Figure 1 , the receiving unit 200 can receive information about the driving status of the vehicle.

[0059] For example, the receiving unit 200 may receive information about the driving state, including wheel slip information, a steering angle, a yaw rate, and the like.

[0060] However, the present invention is not limited thereto, and the receiving unit 200 may also receive driving information capable of estimating wheel slip information, a steering angle, and a yaw rate.

[0061] For example, the receiving unit 200 may receive information about wheel speeds, obtain wheel slip information based on a difference between the received wheel speeds, or obtain wheel slip information based on a difference between the wheel speeds and a vehicle travel speed.

[0062] The receiving unit 200 may be connected to a sensor provided in the vehicle using a network provided in the vehicle, and may be able to receive information on a driving state of the vehicle.

[0063] For example, the receiving unit 200 may receive the steering angle information from the steering angle sensor using a vehicle controller area network (CAN) network.

[0064] The stability control unit 300 may control the braking unit 400 or the driving unit 500 based on the vehicle stability control information received from the input unit 100 and the driving information received from the receiving unit 200 .

[0065] Here, the brake unit 400 may be a device that generates a braking force to decelerate or stop the vehicle.

[0066] In addition, the brake unit 400 may generate a braking torque for each wheel. The brake unit 400 may be a hydraulic wheel brake operated using hydraulic pressure, or may be an electric-electronic wheel brake (eg, electromechanical brake (EMB)) operated using electric energy.

[0067] Here, the driving unit 500 may be a device capable of generating a driving force to drive the vehicle. At least two driving units 500 may be provided, and the driving unit 500 may generate a front wheel driving force and a rear wheel driving force differently.

[0068] In addition, the drive unit 500 may include a first drive unit generating a driving force for the front wheels and a second drive unit (not shown separately) generating a driving force for the rear wheels. However, the present invention is not limited thereto, and the first drive unit 500 may generate a driving force for the rear wheels, while the second drive unit 500 may generate a driving force for the front wheels.

[0069] In addition, the first driving unit 500 and the second driving unit 500 may include at least one electric motor or an engine to generate driving force to the front wheels and the rear wheels, respectively.

[0070] In addition, the first drive unit 500 and the second drive unit 500 can be combined in different ways to generate vehicle driving force. For example, the first drive unit 500 and the second drive unit 500 can both include motors or both include engines. Alternatively, one of the first drive unit 500 and the second drive unit 500 can include a motor, and the other drive unit 500 can include an engine.

[0071] In addition, the first drive unit 500 and the second drive unit 500 may be in-wheel motors installed on individual wheels and generating driving force, but the present invention is not limited thereto, and various devices that can generate vehicle driving force may be applied to the drive unit 500 .

[0072] The stability control unit 300 may include a first control unit 310 and a second control unit 320 .

[0073] Here, the first control unit 310 may control the braking unit 400 to control the yaw rate of the vehicle.

[0074] More specifically, the first control unit 310 may determine whether to enter the yaw rate control and the yaw rate control amount.

[0075] The second control unit 320 may control wheel slip of the vehicle.

[0076] More specifically, the second control unit 320 may determine whether to enter the wheel slip control and the wheel slip control amount.

[0077] The components of the vehicle stability control system can be connected by wired and wireless means to exchange information.

[0078] For example, components of the vehicle stability control device can exchange information using communication protocols such as Ethernet, Media Oriented Systems Transport (MOST), Flexray, Controller Area Network (CAN), Local Interconnect Network (LIN), Internet, LTE, 5G, Wi-Fi, Bluetooth, Near Field Communication, Zigbee, Radio Frequency, etc.

[0079] Figure 3 is a flowchart of a vehicle stability control method according to an embodiment of the present invention.

[0080] refer to Figure 3 , the stability control unit 300 may determine whether a vehicle stability control start signal selected by a driver is received ( S610 ).

[0081] If the vehicle stability control start signal is not received, the vehicle may travel in the basic driving mode set for the vehicle without the control of the stability control unit 300 (S650).

[0082] Meanwhile, if the vehicle stability control start signal is received, the stability control unit 300 may receive stability control setting information input by the driver through the input unit 100 ( S620 ).

[0083] The stability control unit 300 may perform stability control by adjusting the driving unit 500 and the braking unit 400 based on the received stability control setting information input by the driver through the input unit 100 ( S630 ).

[0084] The stability control unit 300 may perform yaw rate control ( S631 ) and slip control ( S632 ).

[0085] The first control unit 310 of the stability control unit 300 may perform yaw rate control ( S631 ).

[0086] The first control unit 310 may determine whether to enter the yaw rate control, and determine the yaw rate control amount.

[0087] Figure 4 : is a schematic diagram showing a target yaw rate according to a steering angle according to an embodiment of the present invention. Figure 5A and Figure 5B 2 is a schematic diagram showing the difference in yaw rate control according to an embodiment of the present invention.

[0088] When the vehicle understeers or oversteers, the yaw rate control can control the vehicle stability by controlling the brake unit 400 .

[0089] refer to Figure 4, the first control unit 310 may set the target yaw rate differently based on the stability control setting information.

[0090] For example, Y 1 Y3 may be a graph of the target yaw rate when the stability control level is the maximum level (Lmax), Y2 may be a graph of the target yaw rate when the stability control level is the minimum level (Lmin), and Y3 may be a graph of the target yaw rate when the stability control level is between the maximum level (Lmax) and the minimum level (Lmin).

[0091] Here, as the target yaw rate is adjusted according to the stability control level, the control intervention time of the first control unit 310 may be adjusted.

[0092] For example, the first control unit 310 may determine whether to start the yaw rate control based on a value obtained by subtracting the target yaw rate value from the current yaw rate received from the receiving unit 200 .

[0093] If the target yaw rate value at the current yaw rate exceeds the preset value, the first control unit 310 may start yaw rate control so that the current yaw rate follows the target yaw rate value.

[0094] If the target yaw rate is set to a larger value, such as Y 1 , the current yaw rate and the target yaw rate may differ greatly, and when the target yaw rate value quickly deviates from the current yaw rate and the preset value, the yaw rate control can intervene quickly.

[0095] On the other hand, if the target yaw rate is set to be smaller, such as Y 3 , then the difference between the current yaw rate and the target yaw rate may be small, and at the current yaw rate, the speed at which the target yaw rate value deviates from the preset value may be faster than Y 1 The situation is relatively late, and the yaw rate control can intervene relatively late.

[0096] The first control unit 310 may adjust the yaw rate control entry point by setting a different target yaw rate based on the stability control setting information.

[0097] In addition, the first control unit 310 may adjust the adjustment amount of the brake unit 400 based on the stability control setting information.

[0098] Even if the target yaw rate is adjusted, the magnitude of the adjustment amount of the brake unit of the first control unit 310 may be adjusted to a certain magnitude.

[0099] For example, even when the current yaw rate of the vehicle is the same, as the target yaw rate increases, the difference between the target yaw rate and the current yaw rate, that is, the yaw error value increases.

[0100] In addition to adjusting the target yaw rate, the first control unit 310 may also adjust the adjustment amount of the brake unit to be larger.

[0101] refer to Figure 5A and Figure 5B When the stability control level is close to the maximum level (Lmax), the first control unit 310 may make adjustments to generate a larger adjustment amount of the brake unit even if the target yaw rate and the current yaw rate are the same.

[0102] As a result, the difference in ride feel caused by the stability control level input by the driver may be greater.

[0103] here, Figure 5A It may be that the stability control level is set below Figure 5B situation. Figure 5A It can show the difference between the target yaw rate (Yt1) and the current yaw rate (Yc) of the vehicle. Figure 5B The case where a difference occurs between the target yaw rate (Yt2) and the current yaw rate (Yc) of the vehicle can be shown. Figure 5A and Figure 5B , the difference between the target yaw rate and the current yaw rate may be the same even in different driving situations.

[0104] In this case, the stability control level is set to a lower level. Figure 5A The adjustment amount of the brake unit can be set to less than Figure 5B The adjustment amount of the brake unit.

[0105] In other words, the first control unit 310 can adjust the time of yaw rate control intervention by adjusting the size of the target yaw rate. More specifically, the first control unit 310 can set the target yaw rate to be larger as the stability control level increases, so as to set the time of yaw rate control earlier.

[0106] In addition, the first control unit 310 can adjust the magnitude of the adjustment amount of the brake unit according to the magnitude of the yaw rate error determined by the difference between the target yaw rate and the current yaw rate. More specifically, as the stability control level increases, the first control unit 310 can set the adjustment amount of the brake unit of the yaw rate to be larger.

[0107] The first control unit 310 can enable the driver to more clearly feel the difference according to the stability control level by adjusting the magnitude of the adjustment amount of the braking unit according to the target yaw angular velocity and the yaw error value.

[0108] Reference again Figure 3 , the stability control unit 300 may include a second control unit 320, and the second control unit 320 may perform slip control (S632).

[0109] The second control unit 320 may receive the wheel slip information from the receiving unit 200 to control the driving unit 500 .

[0110] Understeering may be a state in which the vehicle deviates from a target path according to the vehicle travel speed and the steering angle, and the vehicle travels with an actual path curvature greater than a target path curvature.

[0111] Since understeer occurs when the friction force acting on the front wheels is saturated and separated from the friction source, in order to get rid of the understeer state, it may be necessary to drive the vehicle by transferring part of the driving force of the front wheels to the rear wheels.

[0112] Oversteering may be a state in which the vehicle deviates from a target path according to the vehicle travel speed and the steering angle, and the vehicle travels with an actual path curvature less than a target path curvature.

[0113] Since oversteering occurs when the friction force acting on the rear wheels is saturated and separated from the friction source, in order to get rid of the oversteering state, it may be necessary to drive the vehicle by transferring part of the driving force of the rear wheels to the front wheels.

[0114] The second control unit 320 may adjust the target wheel slip.

[0115] Here, the target wheel slip may be a target value of the wheel slip, and slip control may be performed depending on whether a difference between the current wheel slip and the target wheel slip exceeds a wheel slip allowable amount.

[0116] Figure 6 is a schematic diagram showing excessive wheel slip of one wheel according to an embodiment of the present invention.

[0117] refer to Figure 6 , the wheel speed of one wheel of the vehicle may be abnormally high (SL). Here, it can be seen that excessive wheel slip occurs as large as the difference (Sa) between the speeds of the other wheels and the wheel speed of the wheel having excessive wheel slip.

[0118] Figure 7 is a schematic diagram exemplarily showing a starting time point of wheel slip control according to an embodiment of the present invention, Figure 8FIG. 4 is a schematic diagram exemplarily showing a starting time point of wheel slip control according to another embodiment of the present invention.

[0119] Figure 7 The target wheel slip line diagram (St1) in may be a target wheel slip line diagram when the stability control level is the maximum level (Lmax), Figure 8 The target wheel slip line diagram (St2) in may be a target wheel slip line diagram when the stability control level is the minimum level (Lmin).

[0120] refer to Figure 7 and Figure 8 When the wheel speed of the specific wheel exceeds the target wheel slip speed, the second control unit 320 may determine to start the wheel slip control.

[0121] More specifically, in Figure 7 In the case of the above, the second control unit 320 may start the wheel slip control at a time point (t1) when the wheel speed (SL1) of the specific wheel exceeds the target wheel slip speed (St1).

[0122] In addition, Figure 8 In the case of the above, the second control unit 320 may start the wheel slip control at a time point (t2) when the wheel speed (SL2) of the specific wheel exceeds the target wheel slip speed (St2).

[0123] Therefore, the wheel slip intervention start time (t1) when the stability control level is the maximum level (Lmax) (see Figure 7 ) can be earlier than the wheel slip intervention start time (t2) when the stability control level is the minimum level (Lmin) (see Figure 8 ).

[0124] In other words, the higher the stability control level is, the second control unit 320 may set the size of the target wheel slip line diagram lower and may start the wheel slip control faster.

[0125] Fig. 9 is a schematic diagram showing wheel slip control according to an embodiment of the present invention, Fig.10 is a schematic diagram illustrating wheel slip control according to an embodiment of the present invention.

[0126] The second control unit 320 can adjust the size of the wheel slip control amount.

[0127] The second control unit 320 may increase the wheel slip control amount as the stability control level increases, and may more quickly adjust the wheel slip exceeding the target wheel slip to fall below the target wheel slip.

[0128] If the stability control level is the maximum level (Lmax) (see Fig. 9 ), when the wheel slip exceeds the target wheel slip, the wheel slip control amount can be increased to reduce the wheel slip more quickly (see SL1').

[0129] If the stability control level is the minimum level (Lmin) (see Fig.10 ), when the wheel slip exceeds the target wheel slip, the wheel slip control amount may be set to be relatively small to reduce the wheel slip more slowly than when the stability control level is high (see SL2').

[0130] Based on the input stability control level, the stability control unit 300 may adjust the yaw rate control using the first control unit 310 and perform slip control using the second control unit 320, thereby allowing the driver to more clearly experience the difference in driving feeling according to the stability control level.

[0131] Reference again Figure 3 , the stability control unit 300 may determine whether a vehicle stability control end signal selected by the driver is received (S640).

[0132] Before receiving the vehicle stability control end signal, the stability control unit 300 may perform stability control based on the stability control level selected by the driver ( S620 , S630 ).

[0133] If the stability control end signal of the vehicle is received, the vehicle may travel in a basic driving mode set in the vehicle without the control of the stability control unit 300 (S650).

[0134] The method according to the present invention can be implemented in the form of program instructions, which can be executed by various computer devices and recorded on a computer-readable medium. The computer-readable medium may include program instructions, data files, data structures, etc., either alone or in combination. The program instructions recorded on the computer-readable medium may be specially designed and configured for the present invention, or may be known and available to those skilled in the art of computer software.

[0135] Examples of computer-readable media include hardware devices specifically configured to store and execute program instructions, such as ROM, RAM, flash memory, etc. Examples of program instructions include high-level language codes that can be executed by a computer using an interpreter, etc., and machine language codes, such as codes generated by a compiler. The above-mentioned hardware devices can be configured to operate together with at least one software module to perform the operations of the present invention, and vice versa.

[0136] As described above, according to the embodiments of the present invention, in the vehicle stability control device and control method, vehicle stability can be controlled by adjusting the change amount of stability control according to the stability control level set by the user while ensuring the driving stability of the vehicle.

[0137] The above description merely illustrates the technical concept of the present invention, and those skilled in the art to which the present invention belongs may make various modifications and changes without departing from the basic features of the present invention.

[0138] Therefore, the exemplary embodiments disclosed in this specification and the accompanying drawings are not intended to limit the present invention but to explain the technical concept of the present invention, and the scope of the technical idea of ​​the present invention is not limited by these exemplary embodiments. The protection scope of the present invention should be interpreted by the claims, and all technical ideas within the scope equivalent thereto should be interpreted as included within the scope of the present invention.

Claims

1. A vehicle stability control device, comprising: Input unit; Receiving unit; and A stability control unit is configured to control a driving force and a braking force based on the stability control level received from the input unit and the travel information received from the receiving unit.

2. The vehicle stability control device according to claim 1, wherein: The driving information includes yaw rate information, and The stability control unit is configured to control the braking force based on the yaw rate information.

3. The vehicle stability control device according to claim 2, wherein: The stability control unit is configured to control the braking force when the yaw rate information exceeds a target yaw rate.

4. The vehicle stability control device according to claim 3, wherein: The stability control unit is configured to set the target yaw rate to be larger as the stability control level is larger.

5. The vehicle stability control device according to claim 2, wherein: The stability control unit is configured to adjust a magnitude of the braking force according to a magnitude of a yaw error determined by a difference between the yaw rate information and a target yaw rate.

6. The vehicle stability control device according to claim 5, wherein: The stability control unit is configured to set the magnitude of the braking force according to the magnitude of the yaw error to be larger as the stability control level increases.

7. The vehicle stability control device according to claim 1, wherein: The driving information includes wheel slip information, and The stability control unit is configured to control the driving force based on the wheel slip information.

8. The vehicle stability control device according to claim 7, wherein: The stability control unit is configured to control the driving force when the wheel slip information exceeds a target wheel slip.

9. The vehicle stability control device according to claim 8, wherein: The stability control unit is configured to set the target wheel slip smaller as the stability control level is greater.

10. The vehicle stability control device according to claim 7, wherein: The stability control unit is configured to adjust the driving force according to a difference between the wheel slip information and a target wheel slip.

11. The vehicle stability control device according to claim 10, wherein: The stability control unit is configured to set the drive force larger according to a difference between the wheel slip information and a target wheel slip as the stability control level increases.

12. A method of operating a vehicle, the method comprising the steps of: receiving a stability control activation signal; Receive stability control setting information and driving information; as well as In response to the stability control start signal, stability control is performed by controlling driving force and braking force based on the travel information, the driving force and braking force being adjusted according to the stability control setting information.

13. The method according to claim 12, wherein: The stability control setting information includes information related to a stability control level; Wherein, the driving information includes yaw rate information and wheel slip information; and Wherein, performing the stability control includes: controlling the driving force and the braking force using at least one of the yaw rate information and the wheel slip information.

14. The method according to claim 13, wherein: Executing the stability control includes controlling the braking force when the yaw rate information exceeds a target yaw rate.

15. The method according to claim 14, wherein: The target yaw rate is set to increase as the stability control level increases.

16. The method according to claim 15, wherein: Performing the stability control includes setting a magnitude of the braking force according to a magnitude of a yaw error determined by a difference between the yaw rate information and a target yaw rate.

17. The method according to claim 14, wherein: Performing the stability control includes adjusting a magnitude of the braking force according to a magnitude of a yaw error determined by a difference between the yaw rate information and a target yaw rate.

18. The method according to claim 13, wherein: Executing the stability control includes controlling the driving force when the wheel slip information exceeds a target wheel slip that is set to decrease as the stability control level increases.

19. The method according to claim 18, wherein: Executing the stability control includes adjusting the magnitude of the driving force according to a difference between the wheel slip information and a target wheel slip.

20. The method according to claim 18, wherein: The performing of the stability control includes setting the magnitude of the driving force to be larger according to the difference between the wheel slip information and a target wheel slip as the stability control level is larger.

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