JP2011110952A - Device for controlling vehicle motion - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control the steering of a vehicle according to its state by accurately calculating the overturning limit steering angle thereof. <P>SOLUTION: The overturning limit steering angle Strlim of a vehicle is calculated, as needed, based on the weight M, the height of the center of gravity H, and the speed V of the vehicle. Therefore, the accurate overturning limit steering angle Strlim can be calculated according to the state of the vehicle. Also, a steering angle reaction force characteristic corresponding to the overturning limit steering angle Strlim is obtained beforehand, and when a steering angle Str is produced by a steering operation by a driver, a steering angle reaction force corresponding to the steering angle Str is produced to suppress the steering angle Str to prevent the steering angle from reaching the overturning limit steering angle Strlim earlier. Since the overturning limit steering angle Strlim which is a steering angle Str immediately before an overturn occurs is calculated as a value according to the weight M, the height of the center of gravity H, and the speed V of the vehicle, the steering control can be performed according to the state of the vehicle. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle motion control device that performs steering control as vehicle rollover suppression control.

  Conventionally, in Patent Document 1, a roll angle is estimated, and it is determined whether or not there is a possibility of rollover due to an increased tendency of rollover based on the estimated roll angle. A feedback-type behavior stabilization control system for automobiles has been proposed in which the angle component is corrected and output, and the tire angle is physically moved in the direction in which the roll angle decreases. Further, in Patent Document 2, when a roll prediction amount index for predicting the rollover state is set in advance, and the value becomes larger than the threshold value, the driver will roll over any more regardless of the actual roll angle value. There has been proposed an electric power steering device that prevents a steering input from being performed.

JP 2001-213345 A JP 2008-149887 A

  However, in the method of correcting the steering angle component as in Patent Document 1, when the roll angle is large, it is possible to suppress the rollover by performing the steering control, but once the roll angular velocity is generated in a vehicle having a large roll inertia. In other words, a large control amount (braking force) is required to suppress the behavior.

  On the other hand, when performing steering control such that the driver cannot perform fast steering input as in Patent Document 2, it is difficult to increase the steering amount earlier, so that the occurrence of a large roll angular velocity is suppressed. It is effective in that it can. However, there is still a problem that the roll is not corrected until the roll prediction amount exceeds the threshold value, except that the control target index is different.

  In view of the above, an object of the present invention is to make it possible to perform steering control according to the vehicle state in a vehicle motion control device that performs steering control so that it becomes difficult to obtain a steering amount equal to or greater than the rollover limit steering angle. It is another object of the present invention to provide a rollover limit rudder angle calculation device that can more accurately calculate the rollover limit rudder angle.

  In order to achieve the above object, according to the first aspect of the present invention, the vehicle speed (V), the height of the center of gravity (H), and the vehicle weight (M) previously determined by the rollover limit rudder angle calculation means (110) are determined. Acquired by the vehicle speed acquisition means (210) and the vehicle center-of-gravity height acquisition means (260) based on the relationship between one of them and the rollover limit steering angle (Strlim) indicating the limit at which rollover occurs. The rollover limit steering angle (Strlim) corresponding to any one of the height of the center of gravity (H) and the vehicle weight (M) acquired by the vehicle weight acquisition means (270) is calculated.

  Thus, the rollover limit steering angle (Strlim) is calculated as needed based on any one of the vehicle weight (M), the center of gravity height (H), and the vehicle speed (V). For this reason, it becomes possible to calculate the exact rollover limit steering angle (Strlim) according to the vehicle state.

  Specifically, as described in claim 2, the rollover limit rudder angle calculating means (110) has a higher vehicle speed (V), a higher center of gravity height (H), or a vehicle weight (M). The higher the rollover limit steering angle (Strlim), the smaller the value.

  In invention of Claim 3, it has the rollover limit steering angle calculating device of Claim 1 or 2, and the steering angle detection means (230) which detects a steering angle (Str), and a steering angle (Str) is provided. As the steering angle approaches the rollover limit rudder angle (Strlim) calculated by the rollover limit rudder angle calculation means (110), the rudder angle (Str) increases as the rollover limit rudder angle (Strlim) approaches. A steering angle reaction force characteristic determining means (120) for determining an angular reaction force characteristic, and a steering angle reaction force characteristic determined by a steering angle reaction force characteristic determination means (120) and a steering angle detection means (230). The steering angle reaction force calculating means (120) for calculating the steering angle reaction force to be generated and the steering angle reaction force calculated by the steering angle reaction force calculation means (120) are generated based on the steering angle (Str). Feedforward control of steering torque of electric power steering Steering torque control section (130) is characterized in that it comprises the.

  As described above, when the steering angle reaction force characteristic corresponding to the rollover limit steering angle (Strlim) is obtained and a steering angle is generated by the steering operation by the driver, a steering angle reaction force corresponding to the steering angle is generated. Feed-forward control is performed. For this reason, it is possible to suppress the steering angle from becoming larger by the driver so as not to reach the rollover limit steering angle (Strlim) earlier. Therefore, since it is possible to restrict the steering angle operation of the driver in advance so that the roll angle does not become large and to prevent a large roll angular velocity from occurring, it is possible to suppress the behavior even in a vehicle having a large roll inertia. Therefore, it is possible to prevent the occurrence of a problem that a large control amount is required after the behavior. In addition, since the rollover limit rudder angle (Strlim), which is the rudder angle immediately before rollover, is calculated as a value according to the vehicle weight (M), the center of gravity height (H), and the vehicle speed (V), The corresponding steering control can be performed.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows a corresponding relationship etc. with the specific means as described in embodiment mentioned later.

1 is an overall configuration diagram of a vehicle motion control system that realizes vehicle motion control according to a first embodiment of the present invention. It is the flowchart which showed the detail of the process of steering control. It is the flowchart which showed the detail of the physical quantity calculation process. (A) is a vehicle model diagram for explaining how to obtain the rollover limit yaw rate Yrlim, and (b) is a schematic diagram showing an image of the amount of movement when the roll angle ω is generated.

(First embodiment)
FIG. 1 shows an overall configuration of a vehicle motion control system that realizes vehicle motion control according to an embodiment of the present invention. This embodiment demonstrates the case where vehicle motion control including steering control is performed by this vehicle motion control system.

  The vehicle motion control system shown in FIG. 1 drives a brake electronic control device (hereinafter referred to as a brake ECU) 1 and an electric power steering (hereinafter referred to as EPS (Electric Power Steering)) 2 for performing brake control. The vehicle motion control is executed using the EPS electronic control device (hereinafter referred to as EPS-ECU) 3 as a control unit.

  The brake ECU 1 receives detection signals from the wheel speed sensor 4, the lateral acceleration sensor 5, the rudder angle sensor 6, the yaw rate sensor 7, the height sensor 8, and the load sensor 9, and calculates various physical quantities based on these detection signals. At the same time, vehicle motion control is performed to improve vehicle stability by generating a braking force for the wheel to be controlled based on the calculated various physical quantities. In the present embodiment, the brake ECU 1 serves as a rollover limit steering angle calculation device and a vehicle motion control device in the present invention.

  For example, the brake ECU 1 obtains the wheel speed Vw and the vehicle speed (estimated vehicle body speed) of each wheel, the slip rate of each wheel, the steering angle Str, the yaw rate Yr, the lateral acceleration Gy, and the like based on each detection signal. Then, based on these, it is determined whether or not rollover suppression control is to be executed, and the wheel to be controlled when rollover suppression control is to be executed is determined, or the control amount, that is, the W / C of the wheel to be controlled is generated. Obtain the W / C pressure. Based on the result, the brake ECU 1 executes current supply control to various control valves provided in a brake fluid pressure control actuator (not shown) and current amount control of a motor for driving the pump.

  Specifically, first, the wheel speed Vw of each wheel is calculated based on the detection signal of the wheel speed sensor 4, and the vehicle speed (estimated vehicle speed) V is calculated by a known method using the calculated wheel speed Vw. Further, the lateral acceleration Gy is acquired based on the detection signal of the lateral acceleration sensor 5. Subsequently, it is determined whether or not the vehicle speed V is greater than a threshold speed Vt that permits the execution of the rollover suppression control. If it exceeds, it is determined whether or not the lateral acceleration Gy exceeds a control start threshold value. The control start threshold here is a reference value for setting a start condition for rollover suppression control. For example, when the lateral acceleration Gy is applied as the rollover tendency information of the vehicle, the control start threshold means a value indicating that the rollover Gy is larger and the rollover tendency is higher as the rollover suppression control is to be executed. . For this reason, if the lateral acceleration Gy exceeds the control start threshold value, rollover suppression control is started, and the actual yaw rate Yr calculated based on the detection signal of the yaw rate sensor 7 and an ideal turning state in which no slip occurs. A control amount is set based on a difference from a target yaw rate Yrstr that is sometimes assumed, and a roll force is generated on the wheel to be controlled so that rollover is suppressed. The target yaw rate Yrstr can be calculated, for example, by a well-known method of integrating these using the steering angle Str and the vehicle speed V calculated based on the detection signal of the steering angle sensor 6.

  Further, in the brake ECU 1 of the present embodiment, the rollover limit lateral acceleration Gylim is calculated based on the various physical quantities calculated as described above, and the rollover limit steering angle Strlim corresponding to the rollover limit lateral acceleration Gylim is previously tested. Based on the vehicle model obtained for each vehicle (vehicle type) based on the calculation. Then, the EPS 2 is controlled through the EPS-ECU 3 so that the steering angle reaction force is generated so that the steering angle Str is less likely to be generated beyond the calculated rollover limit steering angle Strlim.

  The EPS 2 includes a steering 11, a steering shaft 12, a steering torque sensor 13, a motor 14, a steering gear mechanism 15, a steering link mechanism 16, and the like, and an angle with respect to the center line of both front wheels (not shown) serving as steering wheels. Adjust the (steering angle).

  Specifically, the steering shaft 12 is rotated by a driver, for example, via a steering column (not shown).

  The steering shaft 12 transmits a driver's steering operation as a steering force. The steering shaft 12 is divided into two parts, a steering 11 side portion (hereinafter referred to as an upper shaft) 12a and a steering gear mechanism 15 side portion (hereinafter referred to as a lower shaft) 12b. The upper shaft 12a is driven by a driver operation. Torque is transmitted as it is, and torque obtained by adding the torque transmitted to the upper shaft 12a and the assist force by the motor 14 is transmitted to the lower shaft 12b.

  The torque generated in the lower shaft 12b here corresponds to the handle shaft torque. In the steering control system, the handle shaft torque is generated so that the torque generated in the upper shaft 12a is added to the assist force by the motor 14 as in this embodiment, and the handle shaft is generated only by the assist force by the motor 14. Although there is a form in which torque is generated, the present invention can be applied to any form.

  The steering torque sensor 13 detects the steering torque by generating an output signal corresponding to the connecting portion of the steering shaft 12, that is, the torsion angle between the upper shaft 12a and the lower shaft 12b. By transmitting this steering torque to the EPS-ECU 3, it is confirmed whether the requested steering torque is generated.

  The motor 14 generates an assist force for assisting the steering force of the driver, is driven by a control signal from the EPS-ECU 3, and assists the lower shaft 12b according to the motor torque indicated by the control signal. By applying force, a handle shaft torque is generated in the lower shaft 12b.

  The steering gear mechanism 15 is composed of a combination of gears, for example, a rack and pinion type, and converts a handle shaft torque transmitted to the lower shaft 12b, that is, a rotational force to a force perpendicular to the lower shaft 12b. To do.

  The steering link mechanism 16 transmits the force transmitted from the steering gear mechanism 15 to the steering knuckle through the pitman arm and the tie rod, and directs the left and right wheels serving as the steering wheels in the same direction.

  With such a configuration, it is possible to perform steering control that assists the driver's operation force of the steering wheel 11 with the assist force of the motor 14 and enables the driver to perform a light steering operation.

  Next, a vehicle motion control device using the vehicle motion control system configured as described above will be described.

  In the vehicle motion control system according to the present embodiment, the rollover suppression control that suppresses rollover by generating a braking force on the wheel to be controlled based on the detection signals of the sensors 4 to 9 described above, and the steering angle Str. Various vehicle motion control including steering control that generates a steering reaction force is executed. Among these, the rollover suppression control is not different from the conventional one, and the steering control that is a feature of the present invention will be described.

  FIG. 2 is a flowchart showing details of the steering control process. The process shown in this figure is executed for each predetermined control cycle when, for example, the ignition switch is turned on.

  First, in step 100, physical quantity calculation processing is executed. Here, the physical quantity is calculated based on the detection signals of the sensors 4 to 9. FIG. 3 is a flowchart showing details of the physical quantity calculation process.

  As shown in this figure, in step 200, the wheel speed Vw of each wheel is calculated based on the detection signal of the wheel speed sensor 4. In step 210, based on the wheel speed Vw of each wheel calculated in step 200, a vehicle speed (estimated vehicle speed) V is calculated by a known method. In step 220, the lateral acceleration Gy is calculated based on the detection signal of the lateral acceleration sensor 5. In step 230, the steering angle Str is calculated based on the detection signal of the steering angle sensor 6. In step 240, the target yaw rate Yrstr is calculated by a well-known method based on the steering angle Str calculated in step 230 and the vehicle speed V calculated in step 210. In step 250, the actual yaw rate Yr is calculated based on the detection signal of the yaw rate sensor 7. In step 260, the center of gravity height H is calculated based on the detection signal of the height sensor 8. In step 270, the vehicle weight is calculated based on the detection signal of the load sensor 9 provided in the suspension or the like. In this way, the physical quantity calculation process is completed.

  Next, the process proceeds to step 110 in FIG. 2 to execute a rollover limit steering angle calculation process. The rollover limit steering angle Strlim when not slipping means the steering angle immediately before the vehicle rolls over, that is, the limit steering angle at which the vehicle does not roll over. A method of calculating the rollover limit steering angle Strlim will be described with reference to FIG.

  FIG. 4A is a vehicle model diagram for explaining how to determine the rollover limit yaw rate Yrlim, and FIG. 4B is a schematic diagram showing an image of the movement amount when a roll angle occurs. .

  The rollover limit steering angle Strlim is finally calculated based on the yaw rate Yr immediately before the vehicle rolls over, that is, the rollover limit yaw rate Yrlim that is the limit yaw rate Yr that does not roll over. The rollover limit yaw rate Yrlim can be obtained by the following equation based on the rollover acceleration Gy immediately before the vehicle rolls over, that is, the rollover limit lateral acceleration Gylim, which is the limit lateral acceleration Gy that does not roll over, and the vehicle speed V.

(Equation 1)
Yrlim = Gylim / V
That is, since the lateral acceleration Gy corresponds to a value obtained by multiplying the vehicle speed V by the yaw rate Yr, when it is converted into the equation of the yaw rate Yr, Equation 1 can be derived. Then, as shown in FIG. 4A, the acceleration a (= lateral acceleration Gy × gravity acceleration g) when the vector is a balance between the momentum of the gravity direction component and the momentum of the horizontal component centered at the center of gravity. Therefore, when the tread width (interval between the left and right wheels), which is a value unique to the vehicle, is set as T, Formula 2 is established. Then, Expression 3 can be derived from Expression 2.

(Equation 2)
H: T / 2 = Mg: Ma
(Equation 3)
H / (T / 2) = Mg / (Ma)
Here, since a = Gy × g, when Equation 3 is converted with Ma = MGy × g, Equation 4 is obtained. At this time, the lateral acceleration Gy when equal to the right side becomes the rollover limit lateral acceleration Gylim. If the right side is larger than the left side, the lateral acceleration is such that no rollover occurs, and the left side is larger than the right side. In this case, it means a lateral acceleration that causes a rollover.

(Equation 4)
Gy = (T / 2) / H
However, since Equation 4 is derived by ignoring the roll angle of the vehicle, if the roll angle actually generated is ω, the roll angle ω is the center of gravity as shown in FIG. Using the value r obtained by subtracting the roll center height which is the height of the roll center position from the height H, the amount of movement of the center of gravity position is expressed as rω in the radians calculation. It is done.

(Equation 5)
Gy = (T / 2−rω) / H = (T−2rω) / 2H
Further, the roll angle ω is expressed as a value obtained by multiplying the roll torque by the roll stiffness that is a value unique to the vehicle. The roll torque is obtained by subtracting the roll center height, which is the height of the center position of the roll, from the center of gravity height H from the value obtained by multiplying the vehicle weight M by the target yaw rate Yrstr calculated from the steering angle Str. If the roll rigidity is expressed by a constant k, the roll angle ω is expressed by the following equation.

(Equation 6)
ω = roll torque × roll rigidity = M · Yrstr · V / r × k
Therefore, the rollover limit lateral acceleration Gylim is calculated by substituting the roll angle ω shown in Formula 6 into Formula 5, and the rollover limit yaw rate Yrlim is calculated by substituting this rollover limit lateral acceleration Gylim into Formula 1. be able to.

  Further, the rollover limit yaw rate Yrlim and the rollover limit steering angle Strlim can be obtained in advance for each vehicle (for each vehicle type) by an experiment or the like using a vehicle model. Can be obtained by using the relationship in which the rollover limit steering angle Strlim corresponding to the calculated rollover limit yaw rate Yrlim is stored.

  Thereafter, the process proceeds to step 120, where the rollover limit steering angle Strlim is calculated and the steering angle reaction force characteristic corresponding to the steering angle is set.

  The relationship between the rollover limit yaw rate Yrlim and the rollover limit rudder angle Strlim is different for each vehicle, but basically, the size of the rollover limit rudder angle Strlim varies according to the size of the rollover limit yaw rate Yrlim, The rollover limit steering angle Strlim increases as the rollover limit yaw rate Yrlim increases. As can be seen from the above formulas, the rollover limit yaw rate Yrlim is defined by the vehicle weight M, the center of gravity height H, and the vehicle speed V, which vary depending on the tread width T, roll rigidity k, and loading state, which are unique to the vehicle. In other words, the vehicle weight M, the center of gravity height H, and the vehicle speed V increase as the vehicle weight M increases.

  Therefore, the rollover limit rudder angle Strlim also varies according to the vehicle weight M, the center of gravity height H, and the vehicle speed V, and the rollover limit rudder angle Strlim decreases as these increase.

  Subsequently, when the rollover limit steering angle Strlim is obtained, the steering angle reaction force characteristic corresponding to the rollover limit steering angle Strlim is set. Specifically, the steering angle reaction force is set as a relationship in which the steering angle increases exponentially as the steering angle approaches the rollover limit steering angle Strlim. Then, when the steering angle reaction force characteristic is set in this way, a map of the steering angle reaction force characteristic corresponding to the steering angle is stored, and it corresponds to the steering angle obtained in the physical quantity calculation based on the map. The rudder angle reaction force to be calculated is calculated.

  After that, the routine proceeds to step 130, and a signal indicating the steering torque corresponding to the calculated steering angle reaction force is output to the EPS-ECU 3, whereby the steering torque is feedforward controlled. Thereby, the EPS-ECU 3 controls the rotation of the motor 14 so that the steering torque indicated by the signal is applied as the steering angle reaction force. When the driver performs the steering operation in this manner, a steering angle reaction force corresponding to the steering angle Str generated by the steering operation is applied, and the steering 11 becomes harder to cut as it approaches the rollover limit steering angle Strlim. Can be.

  Thus, the rollover limit steering angle Strlim is calculated as needed based on the vehicle weight M, the center of gravity height H, and the vehicle speed V. For this reason, it becomes possible to calculate the exact rollover limit steering angle Strlim according to the vehicle state.

  Further, a steering angle reaction force characteristic corresponding to the rollover limit steering angle Strlim is obtained, and when the driver steers and generates a steering angle Str, a steering angle reaction force corresponding to the steering angle Str is generated. Such feedforward control is performed.

  For this reason, the steering angle Str can be suppressed so as not to reach the rollover limit steering angle Strlim earlier. Therefore, even in a vehicle having a large roll inertia, it is possible to suppress the occurrence of a large roll angular velocity, and thus it is possible to prevent the occurrence of problems such as the need for a large control amount in order to suppress the behavior. . Further, since the rollover limit steering angle Strlim, which is the steering angle Str immediately before the rollover occurs, is calculated as a value according to the vehicle weight M, the center of gravity height H, and the vehicle speed V, the steering control according to the vehicle state is performed. Is possible.

(Other embodiments)
In the above embodiment, when the steering angle Str becomes difficult to cut beyond the rollover limit steering angle Strlim, the rollover limit steering angle Strlim from the rollover limit yaw rate Yrlim calculated using all of the vehicle weight M, the center of gravity height H, and the vehicle speed V. Is calculated. However, a method of calculating from the rollover limit yaw rate Yrlim is used in order to calculate an accurate rollover limit steering angle Strlim, and the relationship between the vehicle weight M, the center of gravity height H, the vehicle speed V, and the rollover limit steering angle Strlim is determined in advance. It may be determined experimentally, and the rollover limit steering angle Strlim corresponding to the calculated vehicle weight M, center of gravity height H, and vehicle speed V may be directly determined from the relationship.

  Moreover, although the said embodiment demonstrated the case where various physical quantities were calculated | required based on the detection signal of each said sensors 4-9, you may obtain | require as a detection signal or estimated value of another sensor. For example, although the vehicle speed V is calculated based on the wheel speed Vw calculated from the detection signal of the wheel speed sensor 4, it may be calculated from the detection signal of the vehicle speed sensor. For the vehicle weight M and the center of gravity height H, for example, an estimated value by a known estimation method may be used instead of the sensor value. In general, since the vehicle weight and the height of the center of gravity have a relationship based on the amount of load, one may be obtained by estimation or detection and the other may be estimated from the relationship. Alternatively, one may be acquired by inputting as a fixed value, and the other may be acquired by estimation or detection.

  Furthermore, in the above-described embodiment, the case where the result of the rollover limit steering angle Strlim is used for steering control after the rollover limit steering angle calculation has been described. However, this is merely an example, and when the steering angle Str generated by the steering operation by the driver approaches the rollover limit steering angle Strlim based on the result of the rollover limit steering angle calculation, control is performed from the brake ECU 1. A braking force is generated on the target wheel, a warning lamp in the vehicle is lit to indicate to the driver that the vehicle is approaching the rollover limit steering angle Strlim, or a brake lamp is lit to roll over to the following vehicle. It can also be used for control to indicate that there is a possibility.

  The steps shown in each figure correspond to means for executing various processes. Specifically, in the brake ECU 70, the part that executes the process of step 110 is the rollover limit steering angle calculating means, and the part that executes the process of step 120 is the steering angle reaction force characteristic determining means and the steering angle reaction force calculating means, The part that executes the process of step 130 is the steering torque control means, the part that executes the process of step 210 is the vehicle speed acquisition means, the part that executes the process of step 230 is the steering angle detection means, and the part that executes the process of step 260 is The vehicle center-of-gravity height acquisition unit, the part that executes the processing of step 270 corresponds to the vehicle center-of-gravity acquisition unit.

  DESCRIPTION OF SYMBOLS 1 ... Brake ECU, 4 ... Wheel speed sensor, 5 ... Lateral acceleration sensor, 6 ... Steering angle sensor, 7 ... Yaw rate sensor, 8 ... Height sensor, 9 ... Load sensor, 11 ... Steering, 12 ... Steering shaft, 13 ... Steering Torque sensor, 14 ... motor, 15 ... steering gear mechanism, 16 ... steering link mechanism

Claims (3)

Vehicle speed acquisition means (210) for acquiring the vehicle speed (V);
Vehicle center-of-gravity height acquisition means (260) for acquiring the center-of-gravity height (H) of the vehicle;
Vehicle weight acquisition means (270) for acquiring the vehicle weight (M);
Based on the relationship between a predetermined vehicle speed (V), center of gravity height (H), or vehicle weight (M) and a rollover limit steering angle (Strlim) indicating a limit at which rollover occurs, the vehicle speed The vehicle speed (V) acquired by the acquisition means (210), the center of gravity height (H) acquired by the vehicle center of gravity height acquisition means (260), and the vehicle weight (M) acquired by the vehicle weight acquisition means (270). A rollover limit rudder angle calculation device comprising rollover limit rudder angle calculation means (110) for calculating the rollover limit rudder angle (Strlim) corresponding to any one of the above.   The rollover limit rudder angle calculation means (110) increases the rollover limit rudder angle (Strlim) as the vehicle speed (V) is higher, the center of gravity height (H) is higher, or the vehicle weight (M) is higher. ) Is set to a small value. The rollover limit rudder angle computing device according to claim 1 or 2,
Steering angle detection means (230) for detecting the steering angle (Str),
When the rudder angle (Str) becomes larger and approaches the rollover limit rudder angle (Strlim) calculated by the rollover limit rudder angle calculation means (110), the rudder angle (Str) becomes the rollover limit rudder angle. Rudder angle reaction force characteristic determining means (120) for determining a rudder angle reaction force characteristic that increases as it approaches (Strlim);
The rudder angle reaction force generated by the rudder angle reaction force characteristic determined by the rudder angle reaction force characteristic determination means (120) and the rudder angle (Str) detected by the rudder angle detection means (230). Rudder angle reaction force calculating means (120) for calculating
Steering torque control means (130) for feedforward controlling the steering torque of the electric power steering so as to generate the steering angle reaction force calculated by the steering angle reaction force calculation means (120). A vehicle motion control device.

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