JP4978447B2 - Vehicle motion control system - Google Patents

Description

  The present invention relates to a vehicle motion control system, and more specifically, a vehicle motion control system capable of maintaining the durability of a driving force distribution control device with respect to a dynamic load in a configuration in which a driving force distribution control device and a braking force control device cooperate. About.

  Recent vehicle motion control systems include a driving force distribution control device that can control the driving force distribution to the left and right drive wheels. This drive force distribution control device has a control differential, and controls the drive force distribution to the left and right drive wheels by actively providing a left-right difference in the differential output shaft speed (drive force distribution control).

  As a conventional vehicle motion control system that employs such a configuration, a technique described in Patent Document 1 is known. A conventional vehicle motion control system (a vehicle left / right driving force adjusting device) transfers the driving force between the left and right rotating shafts between the left wheel rotating shaft and the right wheel rotating shaft in the vehicle. A driving force transmission control mechanism capable of adjusting the driving force of the left and right wheels is provided, and the driving force transmission control mechanism is connected to one of the left and right rotating shafts and is connected to the one rotating shaft side. Is interposed between the other rotating shaft side of the left and right rotating shafts and the output part side of the shifting mechanism. A transmission capacity variable control torque transmission mechanism capable of transmitting a driving force between the left and right rotating shafts when engaged, and a control means for controlling the engagement state of the transmission capacity variable control torque transmission mechanism. The rotational speed ratio of the left and right wheels is When the rotation speed on the output side of the speed mechanism and the rotation speed on the other rotating shaft side become larger than the changing boundary value, the engagement of the transmission capacity variable control type torque transmission mechanism is released. Control stop means for stopping the driving force transmission control is provided.

Japanese Patent No. 2848126

  Also, recent vehicle motion control systems have a braking force control device that controls the braking force for each wheel. This braking force control device independently and actively controls the braking force on each wheel according to the moment of the entire vehicle and the slip speed of each wheel (braking force control). Thereby, an ABS (Antilock Brake System) function, a brake assist function, a TRC (Traction Control System) function, a VSC (Vehicle Stability Control) function, and the like are realized.

  However, if the driving force distribution control and the braking force control are performed in parallel, the wheel speed difference between the left and right drive wheels may be outside the design range of the driving force distribution control device (control differential). Then, the torque movement to the left and right drive wheels is not performed as designed, and the target vehicle motion (yaw rate, lateral acceleration, etc.) may not be achieved. Further, when the rotation speed ratio between the left and right drive wheels is outside the design range, the durability of the driving force distribution control device may be deteriorated (lifetime may be shortened).

  In such a problem, in the conventional vehicle motion control system, the durability of the driving force distribution control device is maintained against a static load, but cannot be maintained against a dynamic load. For example, when there is a possibility that the vehicle will fall into a sudden spin, a strong braking force is applied to the wheels on the outer side in the turning direction. Then, due to this braking force (transient external force), the wheel speed difference between the left and right drive wheels is outside the design range of the drive force distribution control device, and the durability of the drive force distribution control device may be deteriorated.

  Therefore, the present invention has been made in view of the above, and a vehicle capable of maintaining the durability of the driving force distribution control device against a dynamic load in a configuration in which the driving force distribution control device and the braking force control device cooperate. An object is to provide a motion control system.

  In order to achieve the above object, a vehicle motion control system according to the present invention provides a driving force distribution control device capable of applying driving force to left and right wheels and controlling driving force distribution to left and right driving wheels, and a control for each driving wheel. And a braking force control device capable of independently controlling power, and a vehicle motion control system in which the driving force distribution control device and the braking force control device cooperate to perform vehicle motion control. When in the steer state, the driving force distribution control device stops the driving force distribution control, and the braking force control device performs a braking force control for suppressing the oversteer state.

  In this vehicle motion control system, when the vehicle is in an oversteer state, the driving force distribution control device stops the driving force distribution control. That is, when the vehicle is in the oversteer state, a situation in which the driving force distribution control and the braking force control are performed simultaneously is avoided. This prevents the situation where the rotation speed ratio of the left and right drive wheels is outside the design range of the drive force distribution control device (out of the allowable design value range), and maintains the durability of the drive force distribution control device. There is.

  In the vehicle motion control system according to the present invention, the vehicle oversteer state is detected by comparing the difference value between the actual yaw rate of the vehicle and the target yaw rate related to the vehicle motion control with a predetermined threshold value.

  In this vehicle motion control system, when the difference value between the actual yaw rate and the target yaw rate exceeds a predetermined threshold, the braking force applied to one drive wheel by the braking force control and the control applied to the other drive wheel are controlled. The difference with power increases. Therefore, in such a case, it is foreseen that the wheel speed difference between the left and right drive wheels will be outside the design range of the drive force distribution control device. Thereby, there is an advantage that the stop process of the driving force distribution control is appropriately performed.

  The vehicle motion control system according to the present invention calculates a correction moment amount based on a differential value of a difference value between an actual yaw rate of the vehicle and a target yaw rate related to vehicle motion control, and the correction moment amount and a predetermined value. By comparing with the threshold value, the oversteer state of the vehicle is detected.

  In this vehicle motion control system, a differential value of a difference value between the actual yaw rate and the target yaw rate is used in determining the oversteer state. In such a configuration, it is predicted with high accuracy that the wheel speed difference between the left and right driving wheels is outside the design range of the driving force distribution control device. Thereby, there is an advantage that the stop process of the driving force distribution control is appropriately performed.

  Further, the vehicle motion control system according to the present invention is based on a target hydraulic pressure of the wheel cylinder for vehicle motion control when the braking force control device has a wheel cylinder for applying a driving force to the drive wheel. An oversteer condition is detected.

  In this vehicle motion control system, the target hydraulic pressure of the wheel cylinder is used to determine the oversteer state. In such a configuration, it is predicted with high accuracy that the wheel speed difference between the left and right driving wheels is outside the design range of the driving force distribution control device. Thereby, there is an advantage that the stop process of the driving force distribution control is appropriately performed.

  In the vehicle motion control system according to the present invention, the driving force distribution control device stops the driving force distribution control when the vehicle is in an oversteer state. That is, when the vehicle is in the oversteer state, a situation in which the driving force distribution control and the braking force control are performed simultaneously is avoided. This prevents the situation where the rotation speed ratio of the left and right drive wheels is outside the design range of the drive force distribution control device (out of the allowable design value range), and maintains the durability of the drive force distribution control device. There is.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. Further, the constituent elements of this embodiment include those that can be replaced while maintaining the identity of the invention and that are obvious for replacement. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

  FIG. 1 is a block diagram showing a vehicle motion control system according to an embodiment of the present invention. 2 to 4 are a flowchart (FIG. 2) and an explanatory diagram (FIGS. 3 and 4) showing the operation of the vehicle motion control system shown in FIG.

[Vehicle motion control system]
The vehicle motion control system 1 controls the motion or behavior of the vehicle 10 (hereinafter referred to as vehicle motion control) to prevent the vehicle 10 from spinning, drifting out, wheel slipping, and the like. The vehicle motion control system 1 includes a driving force distribution control device 2, a braking force control device 3, and a control system 4 (see FIG. 1). In this embodiment, the left rear wheel 11RL and the right rear wheel 11RR of the vehicle 10 are drive wheels of the vehicle 10, and the left front wheel 11FL and the right front wheel 11FR are steering wheels of the vehicle 10.

The driving force distribution control device 2 is a device that distributes the driving force to the left and right driving wheels 11 RR and 11 RL, and includes, for example, a control differential 21. In the driving force distribution control device 2, when the engine 12 generates driving force, the driving force is transmitted to the control differential 21 through the transmission (reduction gear) 13, the propeller shaft 14 and the viscous coupling 15. Then, this driving force is distributed to the left and right drive shafts 22RR, 22RL by the control differential 21, and transmitted to the drive wheels 11RR, 11RL. At this time, the distribution ratio of the driving force to the driving wheels 11RR and 11RL is controlled (driving force distribution control). In this embodiment, the driving force distribution control device 2 is disposed only on the rear wheels 11RR and 11RL of the vehicle 10.
However, the present invention is not limited to this, and the driving force distribution device 2 may be installed on the rolling wheels 11FR and 11FL when the left and right sides of the rolling wheels 11FR and 11FL are coupled by shafts.

  The braking force control device 3 is a device that controls the braking force applied to the wheels 11FR to 11RL, and includes a hydraulic circuit 31, wheel cylinders 32FR to 32RL, a brake pedal 33, and a master cylinder 34. The hydraulic circuit 31 includes a reservoir, an oil pump, various valves, and the like (not shown). The braking force control device 3 applies a braking force to the wheels 11FR to 11RL as follows. That is, (1) during normal operation, when the brake pedal 33 is depressed by the driver, the depression amount is transmitted to the hydraulic circuit 31 via the master cylinder 34. The hydraulic circuit 31 adjusts the hydraulic pressures of the wheel cylinders 32FR to 32RL, so that the wheel cylinders 32FR to 32RL are driven to apply a braking force (braking pressure) to the wheels 11FR to 11RL. On the other hand, at the time of (2) vehicle motion control, the target braking force for each wheel 11FR to 11RL is calculated based on the motion state of the vehicle, and the hydraulic circuit 31 is driven based on this target braking force, and each wheel cylinder 32FR to 32RL. Is controlled (braking force control). By this vehicle motion control, an ABS (Antilock Brake System) function, a brake assist function, a TRC (Traction Control System) function, a VSC (Vehicle Stability Control) function, and the like of the vehicle 10 are realized.

  The control system 4 includes an ECU (Electronic Control Unit) 41, wheel speed sensors 42FR to 42RL that detect wheel speeds of the wheels 11FR to 11RL, a steering angle sensor 43 that detects a steering angle, and a yaw rate sensor that detects a yaw rate. 44, a longitudinal acceleration sensor 45 that detects longitudinal acceleration, a lateral acceleration sensor 46 that detects lateral acceleration, a vehicle speed sensor 47 that detects vehicle speed, an accelerator opening sensor 48, and a brake pedal force sensor 49. In the control system 4, the ECU 41 drives the engine 12, the driving force distribution control device 2, and the braking force control device 3 based on the detection results of the sensors 42 to 49. Thereby, total driving force control by the engine 12, driving force distribution control by the driving force distribution control device 2, and braking force control by the braking force control device 3 are performed, and vehicle motion control is performed.

[Vehicle motion control]
In this vehicle motion control system 1, vehicle motion control is performed as follows (see FIG. 2).

First, target braking / driving forces of the wheels 11FR to 11RL are calculated (ST1). The target braking / driving forces of the wheels 11FR to 11RL are calculated based on the steering angle of the vehicle 10, the accelerator opening, the brake pedaling force, and the like. Next, the difference | VwRR−VwRL | between the wheel speeds VwRR and VwRL of the left and right drive wheels 11RR and 11RL is calculated (ST2). Next, it is determined whether or not the wheel speed difference | VwRR−VwRL | is outside the design range of the driving force distribution control device 2 (ST3). For example, when the design range (limit) of the wheel speed difference is within t [%], the success or failure of the following formula (1) is determined.

| VwRR−VwRL | ≦ Min (VwRR, VwRL) × t × 0.01 (1)

If Formula (1) is satisfied, it is determined that the wheel speed difference | VwRR−VwRL | is within the design range. If Formula (1) is not satisfied, the wheel speed difference | VwRR−VwRL | Determined to be out of range.

  Next, when the wheel speed difference | VwRR−VwRL | is within the design range, it is determined whether or not the vehicle 10 is in an oversteer state (ST4). This determination is performed, for example, according to any of (1) to (3) below.

  (1) First, the difference value YrDiff between the target yaw rate and the actual yaw rate is calculated with the left turn of the vehicle body as positive (+). The difference value YrDiff is YrDiff = (target yaw rate) − (actual yaw rate) when turning left, and YrDiff = (actual yaw rate) − (target yaw rate) when turning right. When the difference value YrDiff and the predetermined negative threshold TH have a relationship of YrDiff ≦ TH, it is determined that the vehicle 10 is in an oversteer state (a strong oversteer suppression command is issued).

(2) First, the difference value YrDiff between the target yaw rate and the actual yaw rate is calculated with the left turn of the vehicle body as positive (+). Next, a numerical value YrValue considering the differential value of the difference value YrDiff is calculated. This numerical value YrValue is defined as in Equation (2).

YrValue = YrDiff + K × (dYrDiff / dt) (2)

Next, the correction moment amount Moment is calculated from a predetermined map (see FIG. 3). Next, the gain Gain is calculated from a predetermined map based on the vehicle speed Vx (see FIG. 4). Next, the product Moment × Gain of the corrected moment amount Moment and the gain Gain is calculated. When the product Moment × Gain is equal to or smaller than a predetermined threshold value, it is determined that the vehicle 10 is in an oversteer state (has a strong oversteer tendency).

  (3) First, the above determinations (1) and (2) are made. Further, based on the target hydraulic pressure of each wheel cylinder 32RR, 32RL, a prediction determination is made as to whether or not the vehicle 10 is in an oversteer state. These determinations are selectively used to determine whether the vehicle 10 is in an oversteer state.

  In the above (3), the prediction determination based on the target hydraulic pressure is performed as follows.

  First, the slip state of the drive wheels 11RR and 11RL is determined. For example, the slip state of the drive wheels 11RR and 11RL is determined depending on whether (a) the wheel speed and the converted value of the wheel position of the vehicle body speed have a relationship of (wheel speed) ≦ k (converted value of the wheel position). The Note that k is a proportional constant, and is set to k = 0.95, for example. Further, for example, (b) the frictional force μFz acting on the drive wheels 11RR and 11RL and the friction circle usage rate SQRT (Fx × Fx + Fy × Fy) are compared to determine the slip state of the drive wheels 11RR and 11RL. The Note that μ is a coefficient of friction between the road surface and the tire, and Fzi is a ground load applied to the tire of the drive wheels 11RR and 11RL.

Next, the following cases are classified according to the number of wheels (slip wheels) in the slip state of the drive wheels 11RR and 11RL. That is, when the slip wheel is zero, it is determined that the vehicle 10 is not in the oversteer state. When there is one slip wheel, it is determined that the vehicle 10 is in an oversteer state. When there are two slip wheels, it is determined that the vehicle 10 is in an oversteer state when the following formula (3) is not satisfied.

| F (P_RR, μ_RR) −f (P_RL, μ_RL) | ≦ c (3)

In Equation (3), c is a constant, and P is the hydraulic pressure of the wheel cylinders 32RR and 32RL. For example, f (P, μ) is set to f (P, μ) = P / μ.

  Next, in the determination step ST4, when it is determined that the vehicle 10 is not in the oversteer state, the total driving force control and driving force by the engine 12 are based on the target braking / driving forces of the wheels 11FR to 11RL. Driving force distribution control by the distribution control device 2 and braking force control by the braking force control device 3 are performed (ST5). These controls are performed as follows, for example.

(1) The total driving force target of the engine 12 is not less than the minimum driving force d, and the target left / right difference between the left and right driving wheels 11RR and 11RL (the driving force FxRR of the right rear wheel 11RR and the driving force FxRL of the left rear wheel 11RL) When the difference is within the allowable design value c of the driving force distribution control device 2 (| FxRR−FxRL | ≦ c), the target braking / driving force is distributed as follows.
Total driving force control: FxRR + FxRL
Driving force distribution control: right rear wheel FxRR and left rear wheel FxRL
Braking force control: Right rear wheel 0 and left rear wheel 0

(2) When the total driving force target of the engine 12 is equal to or greater than the minimum driving force d and the target left / right difference between the left and right driving wheels 11RR and 11RL is larger than the allowable design value c (| FxRR−FxRL |> c) The target braking / driving force is distributed as follows.
Total driving force control: FxRR + FxRL + | FxRR−FxRL | −c
Driving force distribution control: c
Braking force control: When FxRR> FxRL,
Right rear wheel 0 and left rear wheel-(FxRR-FxRL-c)
If FxRR <FxRL,
Right rear wheel-(FxRL-FxRR-c) and left rear wheel 0

(3) When the total driving force target of the engine 12 is less than the minimum driving force d, the target braking / driving force is distributed as follows.
Total driving force control: 0
Driving force distribution control: 0
Braking force control: Right rear wheel Min (0, FxRR) and left rear wheel Min (0, FxRL)

  Here, when the vehicle 10 is in the oversteer state, the braking force control by the braking force control device is performed in order to stabilize the movement of the vehicle 10. For example, when there is a possibility that the vehicle will fall into a sudden spin, a large braking force (correction moment) is applied to the wheels on the outer side in the turning direction. Then, this braking force (transient external force) tends to increase the wheel speed difference | VwRR−VwRL | between the left and right drive wheels 11RR and 11RL. Therefore, when the vehicle 10 is in the oversteer state, it can be predicted that the wheel speed difference | VwRR−VwRL | between the left and right drive wheels 11RR and 11RL will be outside the design range of the drive force distribution control device 2.

  Therefore, when it is determined at the determination step ST3 that the wheel speed difference | VwRR−VwRL | is outside the design range, or when it is determined at the determination step ST4 that the vehicle 10 is in an oversteer state, Based on the target braking / driving forces of the wheels 11FR to 11RL, only the total driving force control by the engine 12 and the braking force control by the braking force control device 3 are performed (ST4). These controls are performed as follows, for example.

(1) When the total driving force target of the engine 12 is equal to or greater than the minimum driving force d, the target braking / driving force is distributed as follows.
Total driving force control: FxRR + FxRL + | FxRR-FxRL |
Braking force control: When FxRR> FxRL,
Right rear wheel 0 and left rear wheel-(FxRR-FxRL)
If FxRR <FxRL,
Right rear wheel-(FxRL-FxRR) and left rear wheel 0

(2) When the total driving force target of the engine 12 is less than the minimum driving force d, the target braking / driving force is distributed as follows.
Total driving force control: 0
Braking force control: Right rear wheel Min (0, FxRR) and left rear wheel Min (0, FxRL)

[effect]
When the vehicle 10 is in an oversteer state, the braking force control device 3 performs braking force control, whereby braking force is applied to the left and right drive wheels 11RR and 11RL, and vehicle motion control is performed. At this time, due to the influence of the applied braking force (transient external force), the wheel speed difference | VwRR−VwRL | between the left and right drive wheels 11RR and 11RL tends to increase. For example, when there is a possibility that the vehicle will fall into a sudden spin, a large braking force (correction moment) is applied to the wheels on the outer side in the turning direction. On the other hand, the durability of the driving force distribution control device (control differential) is greatly influenced by the dynamic load (degree and number of dynamic load inputs) to a weak part such as a planetary gear shaft. For this reason, in order to maintain the durability of the driving force distribution control device 2, it is important to avoid dynamic load input (braking force to each wheel in braking force control).

  Therefore, in the vehicle motion control system 1, as described above, when the vehicle 10 is in the oversteer state, the driving force distribution control device 2 stops the driving force distribution control (ST6) (see FIG. 2). That is, when the vehicle 10 is in the oversteer state, a situation where the driving force distribution control and the braking force control are performed simultaneously is avoided. This prevents a situation in which the rotation speed ratio between the left and right drive wheels 11RR, 11RL is outside the design range of the drive force distribution control device 2 (out of the allowable design value range), and the durability of the drive force distribution control device 2 is prevented. There is an advantage that is maintained. In particular, in this configuration, the driving force distribution control is stopped when the vehicle 10 is in the oversteer state. Therefore, since the advance time for stopping the driving force distribution control can be gained, there is an advantage that the possibility that a dynamic load is applied to the driving force distribution control device 2 is effectively reduced.

  For example, in this embodiment, during normal operation of the vehicle 10 (when not in an oversteer state), the driving force distribution control by the driving force distribution control device 2, the braking force control by the braking force control device 3, and the total of the engine 12 are performed. Driving force control is performed in parallel (ST5) (see FIG. 2). When it is determined that the difference | VwRR−VwRL | between the wheel speeds VwRR and VwRL of the left and right drive wheels 11RR and 11RL is outside the design range of the driving force distribution control device 2 (ST3), or the vehicle 10 is over When it is determined (ST4) that it is determined that the vehicle is in the steer state (the wheel speed difference | VwRR−VwRL | between the left and right drive wheels 11RR and 11RL is outside the design range of the drive force distribution control device 2). Is stopped and only braking force control and total driving force control are performed (ST6).

  Further, in this vehicle motion control system 1, the oversteer state of the vehicle 10 is detected by comparing the difference value YrDiff between the actual yaw rate of the vehicle 10 and the target yaw rate related to the vehicle motion control with a predetermined threshold value TH. (ST4) (see FIG. 2). That is, when the difference value YrDiff between the actual yaw rate and the target yaw rate exceeds a predetermined threshold TH, the braking force applied to one drive wheel 11RR and the braking force applied to the other drive wheel 11RL by the braking force control. And the difference becomes larger. Therefore, in such a case, it is foreseen that the wheel speed difference | VwRR−VwRL | between the left and right drive wheels 11RR and 11RL is outside the design range of the drive force distribution control device 2. Thereby, there is an advantage that the stop process of the driving force distribution control is appropriately performed.

  In the vehicle motion control system 1, the corrected moment amount Moment is calculated based on the differential value dYrDiff / dt of the difference value YrDiff between the actual yaw rate of the vehicle 10 and the target yaw rate related to the vehicle motion control (Formula (2)). reference). Then, the oversteer state of the vehicle 10 may be detected by comparing the corrected moment amount Moment and a predetermined threshold (ST4) (see FIG. 2). That is, in determining the oversteer state, the differential value dYrDiff / dt of the difference value YrDiff between the actual yaw rate and the target yaw rate is used. In such a configuration, it is predicted with high accuracy that the wheel speed difference | VwRR−VwRL | between the left and right drive wheels 11RR and 11RL is out of the design range of the drive force distribution control device 2. Thereby, there is an advantage that the stop process of the driving force distribution control is appropriately performed.

  Further, in this vehicle motion control system 1, when the braking force control device 3 has wheel cylinders 32RR and 32RL that apply driving force to the drive wheels 11RR and 11RL (see FIG. 1), the wheel cylinder 32RR related to vehicle motion control. The oversteer state of the vehicle may be detected based on the target hydraulic pressure of 32RL (ST4) (see FIG. 2). That is, the target hydraulic pressure of the wheel cylinders 32RR and 32RL is used for determining the oversteer state. In such a configuration, it is predicted with high accuracy that the wheel speed difference | VwRR−VwRL | between the left and right drive wheels 11RR and 11RL is out of the design range of the drive force distribution control device 2. Thereby, there is an advantage that the stop process of the driving force distribution control is appropriately performed.

  As described above, the vehicle motion control system according to the present invention is useful in that the durability of the driving force distribution control device with respect to dynamic load can be maintained in the configuration in which the driving force distribution control device and the braking force control device cooperate. It is.

It is a block diagram which shows the vehicle motion control system concerning the Example of this invention. It is a flowchart which shows the effect | action of the vehicle motion control system described in FIG. It is explanatory drawing which shows the effect | action of the vehicle motion control system described in FIG. It is explanatory drawing which shows the effect | action of the vehicle motion control system described in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle motion control system 2 Driving force distribution control device 21 Control differential 22RR, 22RL Drive shaft 3 Braking force control device 31 Hydraulic circuit 32FR-32RR Wheel cylinder 33 Brake pedal 34 Master cylinder 4 Control system 10 Vehicle 11FR-11RL Wheel 12 Engine 14 Propeller shaft 15 Viscous couplings 42FR to 42RL Wheel speed sensor 43 Steering angle sensor 44 Yaw rate sensor 45 Longitudinal acceleration sensor 46 Lateral acceleration sensor 47 Vehicle speed sensor 48 Accelerator opening sensor 49 Brake pedal force sensor

Claims (4)

A driving force distribution control device capable of applying driving force to the left and right wheels and controlling the driving force distribution to the left and right driving wheels; and a braking force control device capable of independently controlling the braking force of each driving wheel; A vehicle motion control system in which a driving force distribution control device and the braking force control device cooperate to perform vehicle motion control,
When the vehicle is in an oversteer state, the driving force distribution control device stops the driving force distribution control, and the braking force control device performs a braking force control for suppressing the oversteer state. Vehicle motion control system.   The vehicle motion control system according to claim 1, wherein an oversteer state of the vehicle is detected by comparing a difference value between an actual yaw rate of the vehicle and a target yaw rate for vehicle motion control with a predetermined threshold.   A correction moment amount is calculated based on a differential value of a difference value between the actual yaw rate of the vehicle and the target yaw rate for the vehicle motion control, and the correction moment amount is compared with a predetermined threshold value, so that the vehicle overload The vehicle motion control system according to claim 1, wherein a steer state is detected.   The vehicle oversteer state is detected based on a target hydraulic pressure of the wheel cylinder for vehicle motion control when the braking force control device has a wheel cylinder for applying a driving force to the driving wheel. The vehicle motion control system according to any one of the above.

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