KR102530354B1 - Vehicle control system, vehicle control method and electric brake system including thereof - Google Patents

Abstract

A vehicle control system is disclosed. A vehicle control system according to an embodiment includes an input unit for obtaining a sensing value of a pressure sensor for measuring hydraulic pressure transmitted to at least one wheel cylinder and a sensing value for an acceleration sensor or a sensing value for measuring acceleration of a vehicle, and a sensing value for a speed sensor. The hydraulic pressure of at least one wheel is estimated from the hydraulic pressure, the braking force of the at least one wheel is calculated from the estimated hydraulic pressure, and the braking force of the at least one wheel is calculated based on the summed braking force and the obtained acceleration value. A control unit estimating a final braking torque of the vehicle by compensating for an error in the total braking force of the vehicle, and a driving unit braking the vehicle based on the estimated final braking torque.

Description

Vehicle control system, vehicle control method, and electronic brake system including the same

The present invention relates to a vehicle control system, a vehicle control method, and an electronic brake system including the same, and more particularly, a vehicle control system and method for improving accuracy by compensating for braking torque of a wheel, and an electronic brake system including the same It is about.

A brake system for braking is essentially installed in a vehicle. Recently, various types of systems for obtaining stronger and more stable braking force have been proposed.

An example of the brake system is an anti-lock brake system (ABS) that prevents wheel slippage during braking, and a brake traction control system (BTCS: Brake Traction Control System), and an Electronic Stability Control System (ESC) that stably maintains the driving state of the vehicle by controlling brake hydraulic pressure by combining an anti-lock brake system and traction control.

In general, an electronic brake system includes a hydraulic pressure supply device that receives a driver's will to brake as an electrical signal from a pedal displacement sensor that detects the displacement of the brake pedal when the driver steps on the brake pedal and supplies pressure to the wheel cylinder.

An electronic brake system provided with the above hydraulic pressure supply device is disclosed in European Patent Registration No. EP 2 520 473. According to the disclosed literature, the hydraulic pressure supply device generates braking pressure by operating a motor according to a pressing force of a brake pedal. At this time, the braking pressure is generated by converting the rotational force of the motor into linear motion and pressurizing the piston.

In particular, in the case of estimating the braking torque for each wheel using the estimated braking pressure for each wheel with reference to the flow pressure in the brake system and the actuator operation command, research is being conducted to improve the accuracy of the amount of braking torque.

An embodiment seeks to improve accuracy when estimating braking torque for each wheel in an electronic brake system.

In addition, it is intended to determine a braking torque compensation amount for each wheel using at least one sensor value included in the vehicle.

Therefore, the final braking torque amount is determined according to the calculated braking torque compensation amount for each wheel.

According to one aspect, an input unit for acquiring a sensing value of a pressure sensor for measuring hydraulic pressure transmitted to at least one wheel cylinder and a sensing value of an acceleration sensor or a sensing value of a speed sensor for measuring vehicle acceleration; and estimating the hydraulic pressure of at least one wheel from the measured hydraulic pressure, calculating the braking force of the at least one wheel from the estimated hydraulic pressure, and based on the sum of the braking forces of the at least one wheel and the obtained acceleration value a controller for estimating a final braking torque of the vehicle by compensating for an error in the total braking force of the vehicle calculated by; and a driving unit that brakes the vehicle based on the estimated final braking torque.

The control unit may determine the final braking torque by multiplying the calculated braking torque by a compensation coefficient for compensating for an error between the sum braking force and the total braking force of the vehicle.

Also, the control unit may determine the compensation coefficient such that an error of a value obtained by multiplying the total braking force by the compensation coefficient from the total braking force of the vehicle is included within a preset tolerance.

In addition, the control unit may calculate the total braking force of the vehicle based on the longitudinal acceleration value of the acceleration sensor or the differential value of the speed sensor.

Also, the driving unit may adjust hydraulic pressure transmitted to the at least one wheel cylinder based on the estimated final braking torque.

An electronic brake system according to another aspect may include: a pressure measurement unit configured to measure hydraulic pressure transmitted to at least one wheel cylinder; and an input unit configured to obtain a sensing value of an acceleration sensor or a speed sensor for measuring acceleration of a vehicle; and estimating the hydraulic pressure of at least one wheel from the measured hydraulic pressure, calculating the braking force of the at least one wheel from the estimated hydraulic pressure, and based on a summed braking force obtained by summing the braking forces of the at least one wheel and the obtained acceleration value. a controller for estimating a final braking torque of the vehicle by compensating for an error in the total vehicle braking force calculated by; can include

The control unit may determine the final braking torque by multiplying the calculated braking torque by a compensation coefficient for compensating for an error between the sum braking force and the total braking force of the vehicle.

Also, the control unit may determine the compensation coefficient such that an error of a value obtained by multiplying the total braking force by the compensation coefficient from the total braking force of the vehicle is included within a preset tolerance.

In addition, the control unit may calculate the total braking force of the vehicle based on the longitudinal acceleration value of the acceleration sensor or the differential value of the speed sensor.

The method of claim 9 , further comprising a driving unit configured to adjust hydraulic pressure transmitted to the at least one wheel cylinder based on the estimated final braking torque.

According to another aspect, measuring hydraulic pressure transmitted to at least one wheel cylinder; Acquiring a sensing value of an acceleration sensor or a speed sensor for measuring vehicle acceleration; estimating hydraulic pressure of at least one wheel from the measured hydraulic pressure, calculating braking force of the at least one wheel from the estimated hydraulic pressure, and calculating a sum braking force obtained by summing the braking forces of the at least one wheel; calculating a total vehicle braking force based on the obtained acceleration value; estimating a final braking torque of the vehicle by compensating for an error between the sum braking force and the total braking force of the vehicle; and braking the vehicle based on the estimated final braking torque.

In addition, estimating a final braking torque of the vehicle by compensating for an error between the sum braking force and the total braking force of the vehicle; The method may further include determining the final braking torque by multiplying the calculated braking torque by a compensation coefficient for compensating for an error between the sum braking force and the total braking force of the vehicle.

The method may further include determining the compensation coefficient such that an error of a value obtained by multiplying the total braking force by the compensation coefficient from the total braking force of the vehicle is included within a preset tolerance.

The calculating of the total braking force of the vehicle based on the obtained acceleration value may further include calculating the total braking force of the vehicle based on the longitudinal acceleration value of the acceleration sensor or the differential value of the speed sensor. .

The method may further include adjusting hydraulic pressure transmitted to the at least one wheel cylinder based on the estimated final braking torque.

An embodiment may improve accuracy when estimating braking torque for each wheel in an electronic brake system.

In addition, a braking torque compensation amount for each wheel may be determined using at least one sensor value included in the vehicle.

Accordingly, the final braking torque amount may be determined according to the calculated braking torque compensation amount for each wheel.

1 is a block diagram illustrating various electronic devices included in a vehicle equipped with an electronic brake system according to an exemplary embodiment.
2 is an internal block diagram of an electronic brake system according to an embodiment.
3 is a detailed block diagram of a vehicle control system according to an embodiment.
4 is a flowchart illustrating an electronic brake control method according to an exemplary embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following examples are presented to sufficiently convey the spirit of the present invention to those skilled in the art. The present invention may be embodied in other forms without being limited only to the embodiments presented herein. In the drawings, in order to clarify the present invention, illustration of parts irrelevant to the description may be omitted, and the size of components may be slightly exaggerated to aid understanding.

1 is a block diagram illustrating various electronic devices included in a vehicle equipped with an electronic brake system according to an exemplary embodiment.

However, the electronic device 100 shown in FIG. 1 is only a part of the electronic devices included in the vehicle 1, and more various electronic devices may be provided in the vehicle 1.

In addition, various electronic devices 100 included in the vehicle 1 may communicate with each other through the vehicle communication network NT. The vehicle communication network (NT) includes MOST (Media Oriented Systems Transport) with a communication speed of up to 24.5 Mbps (Mega-bits per second), FlexRay with a communication speed of up to 10 Mbps, and 125 kbps (kilo-bits Communication protocols such as CAN (Controller Area Network) with a communication speed of 1 Mbps or LIN (Local Interconnect Network) with a communication speed of 20 kbps may be employed. Such a vehicle communication network NT can employ not only a single communication protocol such as Most, Plasley, Can, and Lin, but also a plurality of communication protocols.

Other vehicle sensors 200 may include various sensor modules that sense the driving state of the vehicle. For example, as shown in FIG. 1 , the other vehicle sensors 200 may include an acceleration sensor 201, a yaw rate sensor 202, a steering angle sensor 203, a speed sensor 204, and the like.

The acceleration sensor 201 measures acceleration of the vehicle and may include a lateral acceleration sensor (not shown) and a longitudinal acceleration sensor (not shown). The yaw rate sensor 202 may be installed on each wheel of the vehicle and may detect a yaw rate value in real time. The steering angle sensor 203 measures the steering angle. It is mounted on the lower end of the steering wheel 60 and can detect the steering speed, steering direction and steering angle of the steering wheel. The speed sensor 204 may be installed inside the wheel of the vehicle to detect the rotational speed of the wheel of the vehicle.

Therefore, based on the sensor values of the other vehicle sensors 200 included in the vehicle 1, acceleration, speed, yaw rate, and steering angle information of the driving vehicle may be acquired in real time, and the value of at least one of these sensors is the vehicle can be the basis for calculating the braking torque of

Next, the electronic brake system 180 will be described later in FIG. 2 , and the vehicle control system 3000 according to an embodiment will be described later in FIG. 3 .

The electronic brake system 180 typically includes a reservoir for storing brake fluid pressure and a brake pedal 10 (not shown) that reflects the driver's braking will, and the pedal displacement sensor 11 for measuring the pedal force of the brake pedal. Figure 2) is included.

In addition, a master cylinder that generates hydraulic pressure, a wheel cylinder 40 that brakes each wheel RR, RL, FR, and FL by transmitting hydraulic pressure, and a pedal displacement sensor that detects displacement of the brake pedal 10 ( Inlet valves (221: 221a, 221b) that control the flow rate of the hydraulic pressure discharged from the hydraulic pressure supply device (221: 221a, 221b), including a hydraulic pressure supply device (100, not shown) that operates mechanically by receiving the driver's braking will as an electrical signal from 11) , 221c, 221d, not shown).

In addition, the electronic brake system 180 has first and second cuts for directly transferring hydraulic pressure from the master cylinder 20 when oil leakage occurs when the hydraulic pressure discharged from the hydraulic pressure supply device 100 is transferred to each wheel cylinder. It includes valves 261 and 262 (not shown), and generally, it may be provided as a normal open type solenoid valve that is open in a normal state and operates to close the valve when a closing signal is received.

Therefore, when the first and second cut valves 261 and 262 are opened, the hydraulic pressure provided from the master cylinder is supplied to the wheel cylinders of the wheels RR, RL, FR, and FL through the first and second backup passages. can

The above-described hydraulic pressure supply device includes a motor and a power converter, generates a displacement of a hydraulic piston through the power converter, and generates hydraulic pressure while sliding the hydraulic piston in a pressure chamber to first and second hydraulic oil passages 211, 212) to the wheel cylinders 40 installed on the wheels RR, RL, FR, and FL.

On the other hand, the electronic brake system 180 includes a plurality of pressure sensors (PS). For example, "PS11" is a first hydraulic oil pressure sensor that detects hydraulic pressure transmitted to a wheel cylinder installed on at least one wheel. "PS12" is a second hydraulic oil pressure sensor that detects the hydraulic pressure transmitted to the wheel cylinder installed on at least one other wheel, and "PS2" is a pressure sensor that measures the oil pressure of the master cylinder 20 as a backup oil pressure sensor. all. And "MPS" is a motor position sensor that measures the degree of rotation of the motor, such as the rotation angle of the motor, and "MCS" is a motor current sensor that measures the current of the motor.

In the above, the brake device 1000 constituting the electronic brake system according to the embodiment of the present invention has been described.

That is, the brake device 1000 of FIG. 2 may be an Integrated Dynamic Brake (IDB) that generates boosting pressure and braking pressure with one motor 121, or may be any brake unit that generates braking pressure with a motor.

Therefore, referring to FIG. 2 , the brake device 1000 according to an embodiment includes a pedal displacement sensor 11, a motor position sensor (MPS), a motor current sensor (MPS), a pressure sensor (PS), and a motor 120. , and various valves 261 and 262 and the simulator valve 54, and various parts in the brake device 1000 not shown in FIG. 2 may correspond thereto.

The brake device 1000 may be collectively controlled by the electronic control unit 2000 . Referring to FIG. 2 , the electronic control unit 2000 may include an input unit 102 , a control unit 108 and a driving unit 104 .

First, the input unit 102 acquires the driver's foot force through the pedal displacement sensor 11, the motor position and motor current through the motor position sensor (MPS) and motor current sensor (MCS), and the hydraulic pressure through the pressure sensor (PS). do.

In addition, the input unit 102 receives acceleration values and speed values sensed from the acceleration sensor 201 and the speed sensor 204 based on vehicle internal communication (NT) from other vehicle sensors 200 included in the vehicle 1. can be obtained

Thereafter, the control unit 108 may estimate the braking torque for each wheel based on the braking pressure input through the input unit 102 and estimate the braking force of the entire vehicle based on the acceleration value.

Specifically, the control unit 108 estimates the hydraulic braking torque applied to each wheel based on the following [Equation 1].

[Equation 1]

는 브레이크 패드 디스크의 마찰 계수,

는 압력 센서(PS)로부터 획득한 유압,

는 브레이크 실린더의 면적,

는 휠의 유효 반경,

는 유압에 의해 발생된 제동력,

는 다이나믹 휠 반경을 의미한다. step,

is the coefficient of friction of the brake pad disc,

Is the hydraulic pressure obtained from the pressure sensor (PS),

is the area of the brake cylinder,

is the effective radius of the wheel,

is the braking force generated by the hydraulic pressure,

denotes the dynamic wheel radius.

브레이크 패드 디스크의 마찰 계수는 브레이크 마찰재의 특성값이며, 시험을 통해 결정되나, 온도나 기타 요인에 의한 변동이 가능할 수 있다. At this time,

The friction coefficient of the brake pad disc is a characteristic value of the brake friction material and is determined through testing, but may vary due to temperature or other factors.

)를 추정하기 위해서는

에 대한 보정이 필요하다. Therefore, the control unit 108 provides an accurate braking torque (

) to estimate

need correction for

Therefore, the controller 108 can estimate the braking torque for each wheel based on [Equation 1].

Next, the control unit 108 estimates the longitudinal force applied to the vehicle 1 based on the following [Equation 2]. At this time, the moving direction of the vehicle 1 is referred to as the longitudinal direction, and the vertical direction of the moving direction of the vehicle 1 is referred to as the lateral direction.

[Equation 2]

는 차량 무게(Vehicle Weight),

는 종방향 가속도,

는 차량 엔진 힘,

는 차량 제동력,

는 차량 회생 제동력,

는 차량 롤링 저항값,

는 차량 드래그력(항력),

는 차량 코스트 다운 회생 제동력을 의미한다. step,

is the vehicle weight,

is the longitudinal acceleration,

is the vehicle engine power,

is the vehicle braking force,

is the vehicle regenerative braking force,

is the vehicle rolling resistance value,

is the vehicle drag force (drag force),

Means the vehicle coast-down regenerative braking force.

인 차량 엔진 힘은, 차량의 기어에 대한 함수로 결정될 수 있으며,

인 차량 롤링 저항값은 차량 속도에 대한 함수로 결정될 수 있으며,

인 차량 드래그력은 하기 [식 3]에 의해 결정될 수 있으며,

인 차량 코스트 다운 회생 제동력은 [식 4]에 의해 결정될 수 있다.especially,

The vehicle engine force, which is, may be determined as a function of the gear of the vehicle,

The vehicle rolling resistance value may be determined as a function of vehicle speed,

In vehicle drag force can be determined by the following [Equation 3],

In-vehicle coast-down regenerative braking force may be determined by [Equation 4].

[Equation 3]

[Equation 4]

는 차속(V)의 제곱과 밀도(ρ)의 곱과 차량의 전면 투영면적(A)과 C_d 인 항력 계수의 곱에 기초하여 산출할 수 있으며, [식 4]에 따라 μ인 노면 마찰과 r인 휠 반경 및 코스트 회생 토크량의 곱으로 산출할 수 있다. Therefore, according to [Equation 3], the vehicle drag force (drag force)

can be calculated based on the product of the square of the vehicle speed (V) and the density (ρ) and the product of the projected frontal area (A) of the vehicle and the drag coefficient of _Cd , and according to [Equation 4], the road surface friction and μ It can be calculated as the product of the r wheel radius and the amount of coast regenerative torque.

Therefore, the controller 108 may determine the hydraulic braking force applied to the entire vehicle based on [Equation 2] to [Equation 4] based on [Equation 5] below.

[Equation 5]

는 차량 전체에 걸리는 유압 제동력을 의미하고,

는 차량 무게(Vehicle Weight),

는 종방향 가속도,

는 차량 엔진 힘,

는 차량 제동력,

는 차량 회생 제동력,

는 차량 롤링 저항값,

는 차량 드래그력(항력),

는 차량 코스트 다운 회생 제동력을 의미한다. step,

Means the hydraulic braking force applied to the entire vehicle,

is the vehicle weight,

is the longitudinal acceleration,

is the vehicle engine power,

is the vehicle braking force,

is the vehicle regenerative braking force,

is the vehicle rolling resistance value,

is the vehicle drag force (drag force),

Means the vehicle coast-down regenerative braking force.

Thereafter, the control unit 108 calculates the sum of the braking forces for each wheel of each wheel calculated based on [Equation 1].

라고 하고, [식 1]에 기초하여 산출한 우측 전륜의 제동력을

라고 하고, [식 1]에 기초하여 산출한 우측 후륜의 제동력을

라고 하고, [식 1]에 기초하여 산출한 좌측 후륜의 제동력을

라고 하면, 전륜 및 후륜에서 발생한 합산 제동력(

)은 [식 6]에 의해 합산할 수 있다.For example, the braking force of the left front wheel calculated based on [Equation 1]

, and the braking force of the right front wheel calculated based on [Equation 1]

, and the braking force of the right rear wheel calculated based on [Equation 1]

, and the braking force of the left rear wheel calculated based on [Equation 1]

, the combined braking force generated from the front and rear wheels (

) can be summed by [Equation 6].

[Equation 6]

+

+

+

+

Then, the control unit 108 compares the hydraulic braking force according to [Equation 5] and the summed braking force according to [Equation 6]. Specifically, the compensation coefficient may be set such that an error of a value obtained by multiplying the hydraulic braking force and the sum braking force by the compensation coefficient K _comp does not exceed a preset tolerance.

That is, the control unit 108 compares the sum braking force, which is the sum of the braking forces for each wheel, and the hydraulic braking force, which is the total braking force, and determines a compensation coefficient (K _comp ) so that the difference between the two values is within a certain range (Upper Limit, Lower Limit). .

)를 [식 7]에 기초하여 결정할 수 있다.Therefore, the control unit 108 calculates the corrected final braking torque for each wheel multiplied by the compensation coefficient.

) can be determined based on [Equation 7].

[Equation 7]

Thereafter, based on the final braking torque for each wheel calculated by the control unit 108, a driving signal is transmitted to the driving unit 104 for the electronic brake system of the vehicle, and the driving unit 104 drives the vehicle.

In the above, a method for calculating the compensated braking torque by the electronic control unit 2000 in the electronic brake system 180 has been described. Specifically, the input unit 102 may acquire hydraulic pressure from the pedal displacement sensor 11 and the pressure sensor PS included in the brake device 1000, and the communication unit 2100 from the acceleration sensor 201 included in the vehicle. The acceleration value was obtained through .

However, unlike this, as shown in FIG. 3, the vehicle control system 3000 individually mounted in the vehicle communicates with the electronic brake system 180 through the vehicle network NT, and other vehicle sensors 200 The hydraulic braking force for each wheel may be estimated by receiving the sensing value, and the electronic brake system 180 may be controlled to operate based on the estimated braking force.

Specifically, as shown in FIG. 3 , the vehicle control system 3000 includes an input unit 3100 , a control unit 3200 and a driving unit 3300 . At this time, the input unit 3100 may receive sensor signals from various components of the electronic brake system 180, and may receive vehicle sensor values from other vehicle sensors 200. In addition, the control unit 3200 of FIG. ) includes a main processor 3210 that collectively controls the vehicle control system 3000 and a memory 3220 storing various control signals and control methods.

The control unit 3200 performs the same control method as the control unit 108 in the electronic control unit 2000 of FIG. 2 , and specific details thereof are the same as those in [Equation 1] to [Equation 7] described above.

The memory 3220 can store the main processor 3210 and various data necessary for the operation of the main processor 3210, and can store flash as well as volatile memory such as S-RAM and D-RAM. Non-volatile memory such as memory, read only memory (ROM), erasable programmable read only memory (EPROM), and electrically erasable programmable read only memory (EEPROM) may be included.

Hereinafter, a flowchart of a method for calculating compensated braking torque according to the present invention will be described. 4 is a flowchart illustrating an electronic brake control method according to an exemplary embodiment.

However, FIG. 4 describes a control method in which the electronic brake system 180 estimates the hydraulic braking force for each wheel and drives the electronic brake system 180 based on the estimated braking force, but as another example, the vehicle control system 180 The control method of can also be described in the same way.

First, the electronic brake system 180 according to the embodiment of FIG. 2 measures hydraulic pressure (400). Specifically, the input unit 102 in the electronic brake system 180 may obtain the hydraulic pressure measured by the pressure sensor PS in the brake device 1000 .

Accordingly, the electronic brake system 180 estimates the braking pressure of each wheel based on the hydraulic pressure (410).

In addition, the control unit 108 estimates the braking force of each wheel (420). Specifically, the braking force of each wheel estimated by the control unit 108 may be calculated based on [Equation 1] described above.

Next, the controller 108 estimates the total braking force of the vehicle (430). In order to estimate the total braking force of the vehicle, the longitudinal force applied to the vehicle 1 may be estimated based on the above-described [Equation 2], and the total braking force may be calculated based on the above-described [Equation 5].

Then, the control unit 108 calculates a braking force correction amount for each wheel. Specifically, the controller 108 compares the hydraulic braking force according to [Equation 5] and the summed braking force according to [Equation 6]. Specifically, the compensation coefficient may be set such that an error obtained by multiplying the hydraulic braking force and the sum braking force by the compensation coefficient K _comp does not exceed a preset tolerance (400).

That is, the controller 108 compares the sum braking force, which is the sum of the braking forces for each wheel, and the hydraulic braking force, which is the total braking force, to determine the compensation coefficient (K _comp ) so that the difference between the two values is within a certain range (Upper Limit, Lower Limit). there is.

Thereafter, the compensated braking force for each wheel calculated by the control unit 108 is determined (450), and actuators and valves in the electronic brake system 180 are driven according to the determined braking force for each wheel.

Although an embodiment of the disclosed invention has been shown and described above, the disclosed invention is not limited to the specific embodiment described above, and those skilled in the art to which the disclosed invention belongs without departing from the subject matter claimed in the claims Of course, various modifications are possible by this, and these modifications cannot be individually understood from the disclosed invention.

180: electronic brake system 1: vehicle
100: various electronic devices 3000: vehicle control system

Claims (15)

an input unit for obtaining a sensing value of a pressure sensor for measuring hydraulic pressure transmitted to at least one wheel cylinder, and for acquiring a sensing value of an acceleration sensor or a speed sensor for measuring vehicle acceleration;
Estimating the hydraulic pressure of at least one wheel from the measured hydraulic pressure, calculating the braking force of the at least one wheel from the estimated hydraulic pressure, and based on the summed braking force obtained by adding the braking force of the at least one wheel and the obtained acceleration value a control unit estimating a final braking torque of the vehicle by compensating for an error in the calculated total braking force of the vehicle; and
A vehicle control system comprising: a driving unit that brakes the vehicle based on the estimated final braking torque. According to claim 1,
The control unit,
The vehicle control system of claim 1 , wherein the final braking torque is determined by multiplying the calculated braking torque by a compensation coefficient that compensates for an error between the total braking force and the vehicle total braking force. According to claim 2,
The control unit,
The vehicle control system for determining the compensation coefficient such that an error of a value obtained by multiplying the total braking force by the compensation coefficient from the total vehicle braking force is within a preset tolerance. According to claim 3,
The control unit,
The vehicle control system for calculating the total braking force of the vehicle based on the longitudinal acceleration value of the acceleration sensor or the differential value of the speed sensor. According to claim 4,
the driving unit,
A vehicle control system for adjusting hydraulic pressure transmitted to the at least one wheel cylinder based on the estimated final braking torque. a pressure measurement unit for measuring hydraulic pressure transmitted to at least one wheel cylinder;
an input unit that obtains a sensing value of an acceleration sensor or a speed sensor for measuring vehicle acceleration; and
Estimating the hydraulic pressure of at least one wheel from the measured hydraulic pressure, calculating the braking force of the at least one wheel from the estimated hydraulic pressure, and based on the summed braking force obtained by adding the braking force of the at least one wheel and the obtained acceleration value a control unit estimating a final braking torque of the vehicle by compensating for an error in the calculated total braking force of the vehicle; An electronic brake system comprising a. According to claim 6,
The control unit,
The electronic brake system of claim 1 , wherein the final braking torque is determined by multiplying the calculated braking torque by a compensation coefficient for compensating for an error between the total braking force and the vehicle total braking force. According to claim 7,
The control unit,
The electronic brake system determines the compensation coefficient such that an error of a value obtained by multiplying the total braking force by the compensation coefficient from the total braking force of the vehicle is included within a preset tolerance. According to claim 8,
The control unit,
The electronic brake system for calculating the total braking force of the vehicle based on the longitudinal acceleration value of the acceleration sensor or the differential value of the speed sensor. According to claim 9,
The electronic brake system further comprising a; driving unit for adjusting the hydraulic pressure transmitted to the at least one wheel cylinder based on the estimated final braking torque. measuring hydraulic pressure transmitted to at least one wheel cylinder;
Acquiring a sensing value of an acceleration sensor or a speed sensor for measuring vehicle acceleration;
estimating hydraulic pressure of at least one wheel from the measured hydraulic pressure, calculating braking force of the at least one wheel from the estimated hydraulic pressure, and calculating a sum braking force obtained by summing the braking forces of the at least one wheel;
calculating a total vehicle braking force based on the obtained acceleration value;
estimating a final braking torque of the vehicle by compensating for an error between the sum braking force and the total braking force of the vehicle; and
A vehicle control method comprising: braking the vehicle based on the estimated final braking torque. According to claim 11,
estimating a final braking torque of the vehicle by compensating for an error between the sum braking force and the total braking force of the vehicle; Is
and determining the final braking torque by multiplying the calculated braking torque by a compensation coefficient for compensating for an error between the total braking force and the vehicle total braking force. According to claim 12,
and determining the compensation coefficient so that an error obtained by multiplying the total braking force by the compensation coefficient from the total braking force of the vehicle is included within a preset tolerance. According to claim 13,
Calculating a total vehicle braking force based on the obtained acceleration value;
Calculating a total braking force of the vehicle based on the longitudinal acceleration value of the acceleration sensor or the derivative value of the speed sensor; According to claim 14,
The vehicle control method further comprising adjusting hydraulic pressure transmitted to the at least one wheel cylinder based on the estimated final braking torque.

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