KR20230036277A - Intergrated electric brake system and control method thereof - Google Patents

Abstract

The present invention relates to an integrated electronic brake system and a control method thereof. The integrated electronic brake system according to one embodiment, in the integrated electronic brake system which detects an undervoltage fault based on a battery voltage, comprises a control unit which determines whether a vehicle is an internal combustion engine vehicle or an eco-friendly vehicle, determines failure detection sensitivity to be applied to low voltage failure detection according to the determination result, and diagnoses low voltage failure by applying the determined failure detection sensitivity.

Description

Integrated electronic brake system and its control method {INTERGRATED ELECTRIC BRAKE SYSTEM AND CONTROL METHOD THEREOF}

The disclosed invention relates to an integrated electronic brake system that generates braking force according to an electrical signal corresponding to a displacement of a brake pedal and a control method thereof.

Recently, as the number of electronic devices in vehicles increases, the brake system is also changing from a hydraulic brake system to an integrated electronic brake system.

This integrated electronic brake system integrates a master cylinder and an actuator into one block to reduce engine load, reduce weight, and secure design flexibility, resulting in several advantages such as improved fuel efficiency using regenerative braking and electronic control for autonomous driving. there is.

Vehicles can be classified into internal combustion engine vehicles and eco-friendly vehicles according to power sources. Eco-friendly vehicles include hybrid vehicles, plug-in hybrid vehicles, pure electric vehicles, and hydrogen fuel cell electric vehicles.

Recently, integrated electronic brake systems are mostly installed in eco-friendly vehicles. However, there are still more internal combustion engine vehicles than eco-friendly vehicles, and the trend of integrated electronic brake systems being installed in internal combustion engine vehicles is expected to continue.

Eco-friendly vehicles have a large-capacity battery, so the voltage supplied from the battery to the integrated electronic brake system does not fall below a certain level when the engine is started in cold winter. However, since an internal combustion engine vehicle has a battery with a relatively limited capacity, the voltage supplied from the battery to the integrated electronic brake system may be unstable and a relatively low voltage may be supplied during cold winter or when the engine is started.

The integrated electronic brake system determines that a low voltage failure occurs when the battery voltage is lower than a certain level.

In the past, despite the battery environment being different depending on whether the vehicle is an eco-friendly vehicle or an internal combustion engine vehicle, the same failure detection sensitivity applied to low voltage failure detection is applied regardless of the vehicle type.

Therefore, due to the characteristics of internal combustion engine vehicles, battery voltage conditions that can be mistaken for low-voltage failures occur more frequently than eco-friendly vehicles.

Publication No. 10-2016-0003780 (published on January 11, 2016) Publication No. 10-2015-0030575 (published on March 20, 2015)

One aspect of the disclosed invention is to provide an integrated electronic brake system and a control method thereof that can apply different failure detection sensitivities to be applied to low voltage failure detection depending on whether the vehicle equipped with the system is an internal combustion engine vehicle or an eco-friendly vehicle.

One aspect of the disclosed invention is an integrated electronic brake system for detecting low voltage failure based on battery voltage, determining whether a vehicle is an internal combustion engine vehicle or an eco-friendly vehicle, and determining failure detection sensitivity to be applied to low voltage failure detection according to the determination result. An integrated electronic brake system including a control unit configured to determine and diagnose a low voltage failure by applying the determined failure detection sensitivity may be provided.

The controller may determine failure detection sensitivity applied to the internal combustion engine vehicle to be lower than failure detection sensitivity applied to the eco-friendly vehicle.

When the vehicle is an internal combustion engine vehicle, the control unit determines whether the vehicle is in a driving state or a stopped state from wheel speeds of the vehicle, and determines a failure detection time for detecting a low voltage failure differently according to the determined state. can

The control unit may determine a failure detection time in the stopped state to be shorter than a failure detection time in the driving state.

When the vehicle is an internal combustion engine vehicle, the control unit may differently determine a failure detection time for detecting a low voltage failure according to an engine state when the vehicle is stopped.

When the engine state is the engine running state, the control unit may determine a failure detection time shorter than a basic failure detection time when the vehicle is stopped.

When the engine state is an engine cranking state, the control unit may prohibit detection of a low voltage failure.

The control unit may determine a failure detection time longer than a basic failure detection time when the vehicle is stopped, when the engine state is in an electric parking brake (EPB) engaged state or a gear P stage in a state other than the engine running state and the engine cranking state.

When the vehicle is an internal combustion engine vehicle and the battery voltage is higher than a first preset voltage for increasing the fault count applied to the low voltage failure and lower than a preset second voltage for decreasing the fault count, the control unit may be configured to perform a low voltage failure. can be prevented from detecting

Another aspect of the disclosed invention is a method for controlling an integrated electronic brake system for detecting a low voltage failure based on battery voltage, determining whether a vehicle is an internal combustion engine vehicle or an eco-friendly vehicle, and based on the determination result, a failure to be applied to low voltage failure detection. A control method of an integrated electronic brake system for determining detection sensitivity and diagnosing a low voltage failure by applying the determined failure detection sensitivity may be provided.

In determining the failure detection sensitivity, failure detection sensitivity applied to the internal combustion engine vehicle may be lower than failure detection sensitivity applied to the eco-friendly vehicle.

When the vehicle is an internal combustion engine vehicle, it is possible to determine whether the vehicle is in a running state or a stopped state from wheel speeds of the vehicle, and differently determine a failure detection time for detecting a low voltage failure according to the determined state.

A failure detection time when the vehicle is in a stopped state may be shorter than a failure detection time when the vehicle is in a driving state.

When the vehicle is an internal combustion engine vehicle, a failure detection time for detecting a low voltage failure may be differently determined according to an engine state when the vehicle is stopped.

When the engine state of the vehicle is the engine running state, the failure detection time may be shorter than the basic failure detection time when the vehicle is stopped.

If the engine condition of the vehicle is an engine cranking condition, detecting an undervoltage failure may be inhibited.

When the engine state of the vehicle is neither an engine running state nor an engine cranking state, and EPB (Electric Parking Brake) is engaged or gear P is engaged, the failure detection time may be determined to be longer than the basic failure detection time when the vehicle is stopped.

detecting a low voltage failure when the vehicle is an internal combustion engine vehicle and the battery voltage is higher than a preset first voltage for increasing the failure count applied to the low voltage failure and lower than a preset second voltage for decreasing the failure count can be banned

According to one aspect of the disclosed invention, failure detection sensitivities to be applied to low voltage failure detection may be applied differently depending on whether the vehicle equipped with the system is an internal combustion engine vehicle or an eco-friendly vehicle, thereby more reliably and accurately detecting low voltage failures in an internal combustion engine vehicle. can be detected.

1 shows a schematic configuration diagram of an integrated electronic brake system according to an embodiment.
2 shows a schematic perspective view of an integrated electronic brake system according to one embodiment.
3 shows a control block of an integrated electronic brake system according to one embodiment.
4 illustrates a control method of an integrated electronic brake system according to an embodiment.
5 illustrates a control method of an integrated electronic brake system according to another embodiment.
6 and 7 show a control method of an integrated electronic brake system according to another embodiment.
8 illustrates a control method of an integrated electronic brake system according to another embodiment.

Like reference numbers designate like elements throughout the specification. This specification does not describe all elements of the embodiments, and general content or overlapping content between the embodiments in the technical field to which the disclosed invention belongs is omitted. The term 'unit, module, member, or block' used in the specification may be implemented as software or hardware, and according to embodiments, a plurality of 'units, modules, members, or blocks' may be implemented as one component, It is also possible that one 'part, module, member, block' includes a plurality of components.

Throughout the specification, when a part is said to be “connected” to another part, this includes not only the case of being directly connected but also the case of being indirectly connected, and the indirect connection includes being connected through a wireless communication network. do.

In addition, when a certain component is said to "include", it means that it may further include other components without excluding other components unless otherwise stated.

Throughout the specification, when a member is said to be located “on” another member, this includes not only a case where a member is in contact with another member, but also a case where another member exists between the two members.

Terms such as first and second are used to distinguish one component from another, and the components are not limited by the aforementioned terms. Expressions in the singular number include plural expressions unless the context clearly dictates otherwise.

In each step, the identification code is used for convenience of description, and the identification code does not explain the order of each step, and each step may be performed in a different order from the specified order unless a specific order is clearly described in context. there is.

1 shows a schematic configuration diagram of an integrated electronic brake system according to an embodiment, and FIG. 2 shows a schematic perspective view of an integrated electronic brake system according to an embodiment.

As part of preparations for continuous demand for eco-friendliness and safety, emergency braking and autonomous driving, the mechanical connection between the master cylinder, booster, ABS (Anti-lock Brake System)/ESC (Electric Stability Control) devices has been converted into an electrical and electronic connection. Development of a brake-by-wire system that replaces and electrifies is rapidly progressing. In particular, the development requirements for an integrated electronic brake system that can reduce engine load, reduce weight, and secure design flexibility by integrating a master cylinder and an actuator into one block are gradually increasing.

1 and 2, the integrated electronic brake system is provided in the hydraulic block 30 and the master cylinder 20 pressurizes and discharges the pressurized medium accommodated therein by operating the brake pedal 10, and the inside A hydraulic block 30 provided with a plurality of oil passages and valves for adjusting hydraulic pressure, a wheel brake 40 coupled to the hydraulic block 30 and provided on each wheel, and a brake pedal coupled to the hydraulic block 30 A hydraulic pressure supply device 50 that generates hydraulic pressure by driving by an electrical signal corresponding to the displacement of (10) and supplies the generated hydraulic pressure to each wheel brake 40 provided on each wheel, and a master cylinder 20 or hydraulic pressure Hydraulic control unit 60 for controlling the flow of hydraulic pressure transmitted to each wheel brake 40 by supply device 50, hydraulic pressure supply device 50 and hydraulic control unit 60 based on hydraulic pressure information and pedal displacement information ) may include a control unit (ECU) 100 for controlling.

The master cylinder 20 may include a master piston and a master chamber that are connected to the brake pedal 10 and pressurized according to the pedal force of the brake pedal 10 and generate hydraulic pressure.

The master cylinder 20 may include a clevis 21 coupled with the brake pedal 10 and an input shaft 22 coupled with the clevis 21 .

A reservoir for storing oil may be coupled to an upper portion of the hydraulic block 30 in which the master cylinder 20 is provided to provide hydraulic pressure to the master cylinder 20 .

The hydraulic block 30 has a hexahedron shape and may serve to transfer hydraulic pressure to the wheel brake 40 provided on each wheel.

The hydraulic block 30 may have a flow path formed therein to control the hydraulic pressure transmitted to the wheel brake 40, and a plurality of valves may be installed in appropriate positions.

A master cylinder 20 may be provided inside the hydraulic block 30 .

The hydraulic pressure supply device 50 includes a motor 51 coupled to the side of the hydraulic block 30 and a slave cylinder 52 pressurized by a power conversion unit coupled with the motor 51 to convert rotational force into linear motion. can include

The motor 51 may be a three-phase motor. For example, the motor 51 is a Permanent Magnet Synchronous Motor (PMSM). The motor 51 may have a stator and a rotor. The power conversion unit may be provided with a plurality of gears for converting rotational motion into linear motion by receiving rotational force from the rotational shaft of the motor 51 . For example, the power conversion unit may have an assembly structure of a worm, a worm wheel, and a rack and pinion gear to convert rotational force into linear motion.

The slave cylinder 52 is installed in the hydraulic block 30 separately from the master cylinder 20 and moves back and forth by the rotational force of the motor 51 to generate hydraulic pressure, and the slave piston 52a It may include a hydraulic chamber (52b) pressurized by. At this time, a rack gear may be formed on a part of the slave piston 52a so that the slave piston 52a linearly moves through the power conversion unit.

The hydraulic pressure supply device 50 may be provided with various types and structures of devices.

The hydraulic control unit 60 may receive hydraulic pressure from the master cylinder 20 or the hydraulic pressure supply device 50 and control hydraulic pressure transmitted to the wheel brake 40 .

The hydraulic control unit 60 may include a solenoid valve that is electronically opened and closed.

The integrated electronic brake system equipped with the above components can increase, decrease or maintain the pressure of the wheel brake 40 of the wheel by driving the hydraulic pressure supply device 50 and the hydraulic control unit 60 according to the required braking situation. there is.

The integrated electronic brake system described above is installed in an eco-friendly vehicle or an internal combustion engine vehicle.

As described above, the integrated electronic brake system determines a low voltage failure when the battery voltage is lower than a predetermined level. In the past, despite the battery environment being different depending on whether the vehicle is an eco-friendly vehicle or an internal combustion engine vehicle, the same failure detection sensitivity applied to low voltage failure detection is applied regardless of the vehicle type. Due to this, due to the characteristics of internal combustion engine vehicles, battery voltage conditions that can be mistaken for low-voltage failures occur more frequently than eco-friendly vehicles.

Therefore, the integrated electronic brake system according to an embodiment can apply different failure detection sensitivities to be applied to low voltage failure detection depending on whether the vehicle equipped with the system is an internal combustion engine vehicle or an eco-friendly vehicle, thereby preventing low voltage failure even in an internal combustion engine vehicle. More reliable and accurate detection.

3 shows a control block of an integrated electronic brake system according to one embodiment.

Referring to FIG. 3 , the controller 100 of the integrated electronic brake system enables communication with an engine ECU 110, a transmission ECU 120, and an electric parking brake (EPB) ECU 130 through a vehicle communication network NT. It is connected.

An in-vehicle communication network (NT) may include Ethernet, Media Oriented Systems Transport (MOST), Flexray, Controller Area Network (CAN), Local Interconnect Network (LIN), and the like. there is.

The controller 100 may include a processor 100a and a memory 100b.

The processor 100a may control the overall operation of the integrated electronic brake system.

The memory 100b may store a program for processing or controlling the processor 100a and various data for operating the integrated electronic brake system.

The memory 100b includes not only volatile memories such as S-RAM and D-RAM, but also flash memory, ROM (Read Only Memory), Erasable Programmable Read Only Memory (EPROM), and the like. of non-volatile memory.

The control unit 100 may receive an engine state from the engine ECU 110 . The controller 100 determines from the engine ECU 110 whether the engine is in a cranking state, a running state, or another state that is neither a cranking state nor a running state (eg, an engine stall state or an engine off state). ) engine state information such as recognition may be received. The engine cranking state may be a state in which the engine is turned on by forcibly rotating the engine with a starting motor. The engine running state may be a state in which the engine is started and the engine speed reaches a set target speed.

The control unit 100 may receive a transmission gear state from the transmission ECU 120 . The control unit 100 may receive transmission gear number information such as P gear (parking gear), N gear (neutral gear), and D gear (drive gear) from the transmission ECU 120 .

The control unit 100 may receive an EPB engagement state from the EPB ECU 130 . The control unit 100 may receive EPB engagement information, such as an EPB apply state in which the EPB is engaged and an EPB release state in which the EPB is released, from the EPB ECU 130 .

A wheel speed sensor 101 for detecting the speed of each wheel is electrically connected to the control unit 100 . The controller 100 may determine whether the vehicle is driving or stopping from the wheel speed detected by the wheel speed sensor 101 .

The controller 100 may determine whether the vehicle is an eco-friendly vehicle or an internal combustion engine vehicle based on vehicle specification information. The controller 100 may determine whether the vehicle is an eco-friendly vehicle or an internal combustion engine vehicle based on the vehicle number or vehicle identification number.

The controller 100 may receive a voltage of a battery provided in the vehicle.

The controller 100 may detect a low voltage failure of the system based on the battery voltage. If the battery voltage is lower than the preset voltage, the controller 100 may determine that the system has a low voltage failure.

The control unit 100 is electrically connected to a warning output unit 102 that warns the driver of a low voltage failure. The control unit 100 may warn the driver of the low voltage failure through the warning output unit 102 when the low voltage failure of the system occurs.

4 illustrates a control method of an integrated electronic brake system according to an embodiment.

Referring to FIG. 4, the control method of the integrated electronic brake system determines whether the vehicle equipped with the integrated electronic brake system is an internal combustion engine vehicle or an eco-friendly vehicle (200), and if the vehicle is an eco-friendly vehicle, the failure detection sensitivity is set higher than the first failure detection sensitivity. A high second failure detection sensitivity is determined (202), and low voltage failure detection is performed by applying the determined second failure detection sensitivity (204). Determining a first failure detection sensitivity (206), and performing low voltage failure detection by applying the determined first failure detection sensitivity (206).

The controller 100 may determine the failure detection sensitivity corresponding to the internal combustion engine vehicle as the first failure detection sensitivity, and may determine the failure detection sensitivity corresponding to the eco-friendly vehicle as the second failure detection sensitivity.

Failure detection sensitivity when the vehicle equipped with the system is an internal combustion engine vehicle may be preset to be lower than failure detection sensitivity when the vehicle is an eco-friendly vehicle.

When detecting a low voltage failure in an internal combustion engine vehicle, the control unit 100 applies a lower failure detection sensitivity than in the case of an eco-friendly vehicle so that the low voltage failure is not sensitively detected in a situation that would be mistaken for a low voltage failure in the internal combustion engine vehicle, thereby making the low voltage failure more reliable. and can be accurately detected.

A method of lowering the failure detection sensitivity of an internal combustion engine vehicle than that of an eco-friendly vehicle may include the following five items.

First, distinguish between driving and stopping, and set a longer fault detection time than driving to detect a low voltage fault when the car is stopped.

Second, if the engine state is the engine running state when the vehicle is stopped, set the failure detection time shorter than the basic failure detection time when the vehicle is stopped.

Thirdly, if the engine condition at stop is the engine cranking condition, prohibiting detecting the undervoltage failure.

Fourth, if the engine condition is in the EPB engagement or gear P position while the engine is not running or engine cranking, set the fault detection time to be longer than the basic fault detection time when the vehicle is stopped.

Fifth, if the battery voltage is within a preset voltage range, which is a hysteretic voltage range in which neither failure recovery nor failure detection is possible, prohibiting low-voltage failure detection. The preset voltage range is a voltage range higher than a preset first voltage value, which is a lower reference voltage for increasing the fault count, and lower than a preset second voltage value, which is an upper reference voltage for decreasing the fault count.

Since the above five situations may be misunderstood as low voltage failures in an internal combustion engine vehicle, it is possible to prevent sensitive detection of low voltage failures by varying the failure detection time according to circumstances or prohibiting low voltage failure detection. This makes it possible to more reliably and accurately detect low-voltage failures.

5 shows a control method of an integrated electronic brake system according to another embodiment.

Referring to FIG. 5, the controller 100 determines whether the battery voltage (V) is less than a preset first voltage (V1), which is a lower reference voltage for increasing the preset first failure count (300), and If (V) is less than the preset first voltage (V1), the failure count indicating a low voltage failure is incremented (302).

The control unit 100 determines whether the battery voltage (V) is higher than the preset first voltage and exceeds the preset second voltage (V2), which is an upper reference voltage for reducing the fault count (304), and determines whether the battery voltage (V) If the preset second voltage V2 is exceeded, the failure count is decreased (306).

The controller 100 determines whether the vehicle equipped with the system is an internal combustion engine vehicle (308).

If the vehicle equipped with the system is an eco-friendly vehicle other than an internal combustion engine vehicle, the control unit 100

The controller 100 determines whether a failure detection time for detecting a low voltage failure exceeds a preset first time T1 (310).

If the failure detection time is less than the preset first time T1, the controller 100 returns to the operation mode 300 and performs the following operation modes.

Meanwhile, when the failure detection time exceeds the preset first time period T1, the controller 100 determines whether the vehicle speed Speed exceeds the preset speed Speed_ref (312).

When the vehicle speed (Speed) is equal to or less than the preset speed (Speed_ref), the controller 100 determines that the vehicle is in a stopped state rather than a running state and performs operation mode 310 .

When the vehicle speed (Speed) exceeds the preset speed (Speed_ref), the control unit 100 determines that the vehicle is in a running state, and the fault detection time is a preset second time period (T2) that is shorter than the preset first time period (T1). ) is exceeded (314).

If the failure detection time is less than the preset second time T2, the controller 100 returns to the operation mode 300 and performs the following operation mode.

On the other hand, if the failure detection time exceeds the preset second time period T2, the controller 100 determines whether the counted number (failure count number) exceeds the preset number (316).

If the number of counts (the number of failure counts) exceeds a preset number, the control unit 100 determines that it is a low voltage failure (318).

If the number of counts (the number of failure counts) is less than or equal to a preset number, the control unit 100 determines that it is normal rather than a low voltage failure (320).

In the past, the same failure detection time was applied without distinguishing driving and stopping. However, the disclosed invention distinguishes between driving and stopping, sets the fault detection time short when the battery voltage is relatively stable, and sets the fault detection time relatively long when the battery voltage is relatively unstable. Fault detection sensitivity can be classified and applied according to the stopping situation.

6 and 7 show a control method of an integrated electronic brake system according to another embodiment.

Referring to FIGS. 6 and 7 , operation modes 400 to 414 are the same as operation modes 300 to 314 of FIG. 5 , so descriptions thereof are omitted.

If the vehicle speed (Speed) is equal to or less than the preset speed (Speed_ref) as a result of the determination in operation mode 412, the controller 100 determines that the vehicle is not in a driving state and determines whether the engine state is an engine running state (416).

When the engine state is the engine running state, the controller 100 moves to the operation mode 414 and determines whether the failure detection time exceeds a preset second time T2 which is shorter than the preset first time T1 (414). .

If the engine state is not the engine running state, the controller 100 determines whether the engine is cranking state (418).

When the engine state is the engine cranking state, the control unit 100 prohibits detection of a low voltage failure (420).

If the engine state is not the engine cranking state, the controller 100 determines whether the EPB is engaged or the gear P is engaged (422).

When the EPB is engaged or the gear is in the P-stage, the control unit 100 determines whether the failure detection time exceeds the preset third time period T3, which is longer than the preset first time period T1, which is the basic failure detection time (424). .

If the failure detection time is less than the preset third time T3, the controller 100 returns to the operation mode 400 and performs the following operation mode.

On the other hand, if the failure detection time exceeds the preset third time period T3, the controller 100 determines whether the counted number (failure count number) exceeds the preset number (426).

If the number of counts (the number of failure counts) exceeds a preset number, the control unit 100 determines that it is a low voltage failure (428).

If the number of counts (the number of failure counts) is less than or equal to a preset number, the control unit 100 determines that it is normal rather than a low voltage failure (430).

In the past, the same failure detection time was applied regardless of the engine state when the vehicle was stopped. However, the disclosed invention distinguishes whether the engine state is an engine running state or an engine cranking state, or whether the engine state is a state in which the EPB is engaged or gear P is in a state other than the engine running state and the engine cranking state, and the engine state is In the engine running state, the battery voltage is stable, so the fault detection time is set shorter than the basic fault detection time. When is in the state of EPB engagement or gear P in the engine running state or engine cranking state, there is a high possibility that the next action will be switched to the state of turning on the engine, so the failure detection time is set longer than the basic failure detection time. By doing so, it is possible to classify and apply failure detection sensitivity according to engine conditions.

8 illustrates a control method of an integrated electronic brake system according to another embodiment.

Referring to FIG. 8 , the controller 100 determines whether the vehicle equipped with the system is an internal combustion engine vehicle when the battery voltage V is equal to or greater than the preset first voltage V1 and equal to or less than the preset second voltage V2. Do (516). In this case, the preset first voltage V1 may be a lower reference voltage for increasing the failure count, and the preset second voltage V2 may be an upper reference voltage for decreasing the failure count.

If the vehicle equipped with the system is an internal combustion engine vehicle, the controller 100 prohibits detecting a low voltage failure (518). If the battery voltage is within a preset voltage range, which is a hysteresis voltage range in which neither failure recovery nor failure detection is possible, detection of a low voltage failure can be inhibited.

100: control unit 101a: processor
101b: memory 101: wheel speed sensor
102: warning output unit 110: engine ECU
120: transmission ECU 130: EPB ECU

Claims (18)

An integrated electronic brake system for detecting a low voltage failure based on a battery voltage, comprising:
An integrated electronic brake including a control unit that determines whether the vehicle is an internal combustion engine vehicle or an eco-friendly vehicle, determines the failure detection sensitivity to be applied to low voltage failure detection according to the determination result, and diagnoses the low voltage failure by applying the determined failure detection sensitivity. system. According to claim 1,
The control unit determines the failure detection sensitivity applied to the internal combustion engine vehicle to be lower than the failure detection sensitivity applied to the eco-friendly vehicle. According to claim 2,
When the vehicle is an internal combustion engine vehicle, the control unit determines whether the vehicle is in a running state or a stopped state from wheel speeds of the vehicle, and differently determines a failure detection time for detecting a low voltage failure according to the determined state. integrated electronic brake system. According to claim 3,
The control unit determines a failure detection time in a stopped state to be shorter than a failure detection time in a driving state. According to claim 2,
Wherein the control unit differently determines a failure detection time for detecting a low voltage failure according to an engine state when the vehicle is stopped when the vehicle is an internal combustion engine vehicle. According to claim 5,
The control unit determines a failure detection time shorter than a basic failure detection time when the vehicle is stopped when the engine state is an engine running state. According to claim 5,
The integrated electronic brake system of claim 1 , wherein the control unit prohibits detecting a low voltage failure when the engine state is an engine cranking state. According to claim 5,
The control unit determines the failure detection time to be longer than the basic failure detection time when the vehicle is stopped when the engine state is EPB (Electric Parking Brake) engaged or gear P in a state other than engine running state or engine cranking state Integrated electronic type brake system. According to claim 2,
When the vehicle is an internal combustion engine vehicle and the battery voltage is higher than a first preset voltage for increasing the fault count applied to the low voltage failure and lower than a preset second voltage for decreasing the fault count, the control unit may be configured to perform a low voltage failure. integrated electronic brake system that prohibits detection of A control method of an integrated electronic brake system for detecting a low voltage failure based on a battery voltage,
Determine whether the vehicle is an internal combustion engine vehicle or an eco-friendly vehicle,
According to the determination result, the failure detection sensitivity to be applied to the low voltage failure detection is determined,
A control method of an integrated electronic brake system for diagnosing a low voltage failure by applying the determined failure detection sensitivity. According to claim 10,
Determining the failure detection sensitivity is a control method of an integrated electronic brake system in which failure detection sensitivity applied to the internal combustion engine vehicle is lower than failure detection sensitivity applied to the eco-friendly vehicle. According to claim 11,
If the vehicle is an internal combustion engine vehicle, an integrated electronic type that determines whether the vehicle is in a driving state or a stopped state from wheel speeds of the vehicle and differently determines a failure detection time for detecting a low voltage failure according to the determined state. Control method of brake system. According to claim 12,
A control method of an integrated electronic brake system for determining a failure detection time when the vehicle is in a stopped state is shorter than a failure detection time when the vehicle is in a driving state. According to claim 12,
When the vehicle is an internal combustion engine vehicle, a control method of an integrated electronic brake system that differently determines a failure detection time for detecting a low voltage failure according to an engine state when the vehicle is stopped. According to claim 14,
A control method of an integrated electronic brake system, determining a failure detection time shorter than a basic failure detection time when the vehicle is stopped when the engine state of the vehicle is an engine running state. According to claim 14,
A control method of an integrated electronic brake system that prohibits detecting a low voltage failure when the engine state of the vehicle is an engine cranking state. According to claim 14,
Integrated electronic brake that determines the failure detection time longer than the basic failure detection time when the vehicle is stopped when the engine state of the vehicle is in the state of EPB (Electric Parking Brake) engagement or gear P in a state other than engine running state and engine cranking state How to control the system. According to claim 11,
detecting a low voltage failure when the vehicle is an internal combustion engine vehicle and the battery voltage is higher than a preset first voltage for increasing the failure count applied to the low voltage failure and lower than a preset second voltage for decreasing the failure count A control method of an integrated electronic brake system that prohibits

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