## 1 Introduction  
Electronic stability control (ESC) is an active safety system that controls the braking of the wheels to adjust the body's posture under extreme conditions. In recent years, the technology of ESC has become more and more mature, and the assembly rate on real vehicles has also become higher. Many researchers have optimized the ESC control strategy through modern control theory and performed simulation verification, and achieved obvious control effects [1]. [PERSON] et al. of Hanyang University used a braking and wheel slip monitor to propose a target slip rate allocation algorithm for the vehicle stability control system [2]. [PERSON] et al. of Sungkyunwan University proposed a method for a vehicle stability control algorithm for an in-wheel independent drive vehicle using vehicle speed and yaw rate during turning [3]. [PERSON] et al. proposed a new control strategy to improve vehicle stability by using the method of motor drive and regenerative braking torque distribution [4]. [PERSON] et al. introduced a supervisory mechanism for yaw moment control and slip rate adjustment, and proposed a novel control strategy to improve the stability performance of four-wheel independent drive electric vehicles during critical cornering [5]. However, none of the above studies considered that the ESC control strategy is limited by the tire adhesion limit. If the applied braking torque is too large, the lateral stability of the vehicle will be reduced.  
The tires are the only component that connects the vehicle to the road. The force of the tires determines the body's movement posture. Only by making full use of the friction conditions between the tires and the ground can ESC control be more precise [6]. Many scholars have also considered the influence of tire force in the control of the chassis electronic control system. [PERSON] et al. of Tsinghua University used the magic tire formula to develop a vehicle stability control system (VSC in short) based on PID control and differential braking control [7]. [PERSON] et al. used the GIM tire model to propose a fuzzy logic controller based on the automotive electronic stability controller system to improve the stability of the vehicle at high speed on low-attached roads [8]. [PERSON] et al. used the Burkhardt tire model to solve the problem of active lateral dynamics control during braking of four-wheeled vehicles [9]. However, the accuracy of using the tire model to estimate the tire force is limited. Taking the influence of the tire force into consideration, obtaining accurate tire force will help improving the control accuracy of the vehicle chassis electronic control system.  
Based on the research results that have been put forward by researchers in the industry [1; 2; 3; 4; 5; 6; 7; 8; 9], an ESC control algorithm with the tire force sensor to measure the three-component force of the tire is proposed. Based on the consideration of the longitudinal and lateral adhesion limits of the tires, the optimal yaw moment is determined by linear optimal control, and the brake wheel cylinder pressure is obtained by the algorithm combining feedforward compensation and feedback correction. In this paper, Section 2 introduces the composition and working principle of the tire three-component force sensor. Section 3 introduces the control strategy of ESC based on tire force observation. A software cosimulation of the proposed control strategy was carried out in Section 4, using CarSim and Simulink to compare the ESC control algorithm with PID control under double lane change (DLC) and sine with dwell (SWD) conditions. Section 5 uses NI Veristand to perform a hardware-in-the-loop (HIL) comparison test between ESC algorithms using tire force observation and PID control. Section 6 summarizes the full text.