JP2023130595A - Vehicle posture control device and posture control method - Google Patents

Abstract

To provide a vehicle posture control device and a vehicle posture control method excellent in control responsiveness, mountability on a vehicle, and maintainability.SOLUTION: A vehicle posture control device S and a vehicle posture control method includes: a rod-like stabilizer 1 mounted between right and left wheels of a vehicle; an electric motor M fixed to at least one of the vehicle and the stabilizer 1 and configured to generate rotational driving force; a speed reduction mechanism G that reduces a rotational speed of the electric motor M and rotationally drives the stabilizer 1 through an action part F to lift and lower the right and left wheels simultaneously.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle attitude control device and attitude control method, for example, in which a bar-shaped stabilizer attached to left and right wheels of a vehicle is rotationally driven by an electric motor, and the left and right wheels are raised and lowered simultaneously.

Conventionally, as such a vehicle attitude control device, there is one shown in Patent Document 1, for example (see [0008], [0011], [0026] to [0031], and FIG. 1).

This vehicle attitude control device controls the attitude of the vehicle by rotating the stabilizer bar in the front wheel stabilizer device installed between the front wheels and the rear wheel stabilizer device installed between the rear wheels. .

Specifically, a housing is provided between the front and rear stabilizer bars, and a rotating member that rotates integrally with the stabilizer bar is disposed within the housing. The attitude of the stabilizer bar is controlled by rotating this rotating member by supplying and discharging fluid. The front and rear housings are connected by a plurality of fluid flow paths having a plurality of switching valves. By setting this switching valve, for example, the rear stabilizer bar can be rotated in the same direction as the front stabilizer bar or rotated in the opposite direction by the flow of fluid generated by the rotation of the front stabilizer bar.

According to this prior art, it is possible to match or change the up-and-down directions of the front and rear wheels by operating the switching valve. When the raising and lowering directions are matched, the pitch attitude when the vehicle is traveling straight is maintained. Furthermore, by reversing the direction of elevation, it is possible to maintain the pitch attitude when braking or accelerating the vehicle.

Further, when the vehicle is traveling on rough roads, the fluid connection between the front and rear housings is released by operating the switching valve. As a result, the front and rear stabilizer bars become free and function as normal stabilizer bars, so rolling motion and the like are appropriately suppressed.

As described above, according to the above-mentioned conventional technology, the attitude of the vehicle is appropriately controlled, and the fluid flow path is constructed by freely arranging the piping, so that the vehicle can be easily mounted on the vehicle. In addition, since the switching valves and the like use fluids, noise is suppressed and attitude control becomes smoother.

Japanese Patent Application Publication No. 2008-80906

In the conventional vehicle attitude control device described above, since the rotating members provided in the front and rear housings are fluid-controlled, a predetermined response time is required. In other words, since the switching valve is operated, fluid flows through the fluid piping, and the rotating member is driven, the rotational drive of the rotating member becomes slow.

Furthermore, in order to rapidly circulate fluid, a large pump or accumulator is required separately, which increases the device configuration and requires installation space.

Furthermore, the fluid deteriorates over time and the pipes may leak, making maintenance work complicated.

As described above, conventional vehicle attitude control devices have various problems that need to be solved, and we have developed a vehicle attitude control device and vehicle attitude control device that has excellent control responsiveness, ease of mounting on a vehicle, and ease of maintenance. A posture control method was needed.

(Characteristic configuration)
The characteristic configuration of the vehicle attitude control device according to the present invention is as follows:
A bar-shaped stabilizer that is attached to the left and right wheels of a vehicle;
an electric motor that is fixed to at least either the vehicle or the stabilizer and generates rotational driving force;
The present invention further includes a deceleration mechanism that simultaneously raises and lowers the left and right wheels by reducing the rotational speed of the electric motor and rotationally driving the stabilizer via an operating portion.

(effect)
In the vehicle attitude control device having this configuration, the stabilizer is rotationally driven by the electric motor and the speed reduction mechanism, and the left and right wheels are simultaneously raised and lowered. By using an electric motor, the responsiveness of the lift control is extremely high and the wheels can be raised and lowered quickly.

Furthermore, since the raising and lowering of the left and right wheels is controlled by a single electric motor, it is easy to mount on a vehicle, and manufacturing costs can be reduced.

Further, when the electric motor is de-energized, the stabilizer functions as a general mechanical stabilizer. Therefore, the attitude of the vehicle can be adjusted while maintaining the desired rolling characteristics of the vehicle.

(Characteristic configuration)
In the vehicle attitude control device according to the present invention, it is advantageous to provide the acting portion at a position where the left and right torsional rigidities of the stabilizer are the same with the acting portion as a boundary.

(effect)
If the operating portion of the electric motor on the stabilizer is positioned in consideration of the torsional rigidity of the stabilizer, as in this configuration, the stabilizer will be simple and the elevation characteristics of the left and right wheels will be natural. Therefore, when the left and right wheels move up and down at the same time, or when they move up and down in opposite directions such as during rolling, the basic suspension function can be achieved.

Note that, for example, when the stabilizer is formed with uniform bending characteristics, the position of the acting portion is the center position of the stabilizer. However, the position of such an action part does not necessarily have to be at the dimensional center of the stabilizer. For reasons of mounting the electric motor, if the shapes of the stabilizers located near the electric motor are different on the left and right sides, the position where the torsional characteristics are equal on the left and right sides is determined as appropriate.

(Characteristic configuration)
In the vehicle attitude control device according to the present invention, it is advantageous that the stabilizer is divided into a left side member and a right side member, and the left side member and the right side member are integrally engaged at the position of the action portion. be.

(effect)
If the left side member and right side member of the stabilizer can be engaged with each other at the position of the action portion, the electric motor can be easily attached. For example, various types of annular gears can be attached to the left side member or the right side member, and a vehicle attitude control device with excellent mountability can be constructed.

(Characteristic configuration)
In the vehicle attitude control device according to the present invention, the electric motor can be provided in each of the front wheel stabilizer and the rear wheel stabilizer.

(effect)
By providing the front and rear wheel stabilizers with electric motors and controlling them cooperatively as in this configuration, the pitch attitude and vehicle height of the vehicle can be controlled more actively.

(Characteristic configuration)
In the vehicle attitude control device according to the present invention, a vehicle height sensor may be provided at at least one location of the vehicle.

(effect)
When controlling the drive of an electric motor, the amount of work of the electric motor can be determined by monitoring the rotational speed and input power of the electric motor, and the ascending and descending state of the stabilizer can be determined. However, only the drive information obtained from the electric motor can only be used to estimate the attitude of the vehicle, and there is a possibility that the actual attitude cannot be grasped.
Therefore, by providing a vehicle height sensor at at least one location on the vehicle and comparing the control amount of the electric motor with the detected value of the vehicle height sensor, the attitude of the vehicle can be controlled more accurately.

Incidentally, there are various types of vehicle height sensors, such as a G sensor that detects the vertical acceleration of the vehicle body, a linear motion sensor that detects the stroke of the wheels relative to the vehicle body, and a photo sensor that detects reflected light irradiated on the road surface. It can be used, and the number and location of installation on the vehicle is arbitrary.

(Characteristic configuration)
In the vehicle attitude control device according to the present invention, the speed reduction mechanism is a wave gear mechanism,
The electric motor is
a cylindrical rotor fitted onto the stabilizer so as to be relatively rotatable;
a stator fixed to the housing of the electric motor while being arranged externally to the rotor;
The speed reduction mechanism is
a wave generator fixed to one end of the rotor;
an annular circular spline fixed to an inner surface of the housing at a position corresponding to an outer peripheral position of the wave generator;
It is a cylindrical member, which has an inner surface at one end formed with a contact surface for the wave generator, an outer gear which engages with the circular spline and is elastically deformable, and an inner surface at the other end. Advantageously, the housing comprises a flexspline, in which the working part is formed and whose outer surface is rotatably supported on the inner surface of the housing.

(effect)
By using a wave gear mechanism as the speed reduction mechanism as in this configuration, the speed reduction mechanism can be configured extremely compactly, and the rotational speed of the electric motor can be significantly reduced.

Further, the circular spline and the outer gear mesh with each other without backlash through a plurality of teeth, and smooth deceleration operation can be obtained. Furthermore, it is also easy to set the value of the reverse efficiency to a negative value in response to a reverse input from the stabilizer, so that self-locking performance can be exhibited as necessary.

(Characteristic configuration)
In the vehicle attitude control device according to the present invention, it is advantageous that the electric motor includes the speed reduction mechanism whose reverse efficiency is zero or a negative value with respect to the reverse input acting from the stabilizer.

(effect)
By providing a speed reduction mechanism with a reverse efficiency of zero or less as in this configuration, for example, even when a reverse input based on lifting and lowering of wheels acts on the stabilizer while the vehicle is running, the electric motor does not undergo driven rotation. Therefore, when the vehicle height is not actively adjusted, the stabilizer can function as a normal mechanical stabilizer by simply stopping power supply to the electric motor.

(Characteristic configuration)
A vehicle attitude control method according to the present invention includes a rod-shaped stabilizer provided between left and right wheels of a vehicle, an electric motor that generates rotational driving force for at least one of the vehicle or the stabilizer, and the electric motor. The present invention is characterized in that a deceleration mechanism that reduces the rotational speed of the motor is attached, and the stabilizer is rotationally driven by the deceleration mechanism to raise and lower the left and right wheels at the same time.

(effect)
The vehicle attitude control method of the present means controls the attitude of the front wheel stabilizer and the rear wheel stabilizer by raising and lowering the left and right wheels simultaneously using an electric motor and a speed reduction mechanism provided on at least one of the vehicle or the stabilizer. be. In particular, by using an electric motor, the responsiveness of the raising and lowering operations is extremely good, so that the attitude of the vehicle can be quickly changed.

In addition, since only one electric motor is provided for the front wheel stabilizer and the rear wheel stabilizer, it is easy to mount on a vehicle, and manufacturing costs can be reduced.

A perspective view showing the configuration of a vehicle attitude control device according to a first embodiment A sectional view showing the main structure of the attitude control device according to the first embodiment A perspective view showing the configuration of a vehicle attitude control device according to a second embodiment A sectional view showing the main structure of an attitude control device according to a third embodiment

[First embodiment]
(overview)
A first embodiment of a vehicle attitude control device S according to the present invention is shown in FIGS. 1 and 2, for example. FIG. 1 shows an example in which a rod-shaped stabilizer 1 is attached across left and right wheels, and this stabilizer 1 is operated by an electric motor M fixed to a vehicle. FIG. 2 shows the configuration of the attitude control device S.

The main parts of the attitude control device S include a drive section K provided inside a housing 3 fixed to the vehicle body, and a deceleration mechanism G that decelerates the rotational drive of the drive section K and transmits it to the stabilizer 1. The drive unit K is provided with various electric motors M.

The stabilizer 1 includes a torsion spring 1a extending in the left-right direction of the vehicle, and an arm 1b provided at the tip of the torsion spring 1a. The wheel is supported at the tip of arm 1b. The rotational drive of the electric motor M is transmitted to the torsion spring 1a of the stabilizer 1 via the speed reduction mechanism G, and the arm 1b of the stabilizer 1 is rotationally driven. Further, in this example, stabilizers 1 having the same configuration are provided on both the front wheel side and the rear wheel side. Both stabilizers 1 are driven by drive signals from a control unit ECU separately provided in the vehicle.

(Electric motor)
As shown in FIG. 2, the electric motor M is, for example, a DC brushless motor driven by a 12V battery, and is housed in a housing 3 that includes the stabilizer 1. The housing 3 is fixed to a part of the vehicle body. The electric motor M includes a cylindrical stator m2 fixed inside the housing 3, and a rotor m3 rotating inside the stator m2. It is more convenient if the electric motor M can be used to count the number of revolutions.

The stator m2 is divided into a plurality of cores, and the magnetic field generated in the stator m2 is appropriately switched by the control unit ECU. One rotor m3 includes a cylindrical output shaft m1, and a plurality of magnets m4 each having a partially cylindrical outer surface are arranged around the output shaft m1. The numbers of these cores and magnets m4 can be arbitrarily set depending on the required output characteristics of the electric motor M.

In this way, by using the electric motor M, the responsiveness of the elevation control is extremely high, and the wheels can be quickly driven up and down. Further, since the raising and lowering of the left and right wheels is controlled by one electric motor M, it is easy to mount on a vehicle, and manufacturing costs can be reduced.

(Deceleration mechanism)
The angle at which the arm 1b of the stabilizer 1 swings is small compared to the amount of rotation of the electric motor M. Therefore, in order to appropriately transmit the drive rotation by the electric motor M to the torsion spring 1a of the stabilizer 1, it is necessary to reduce the rotation speed by the speed reduction mechanism G. However, the structure of the speed reduction mechanism G is arbitrary, and any structure may be used as long as it can significantly reduce the relatively fast drive rotation of the electric motor M and change and control the attitude of the stabilizer 1 with good responsiveness.

Further, as for the speed reduction mechanism, it does not matter whether or not the output shaft m1 of the electric motor M can be rotated by reverse input from the wheels to the stabilizer 1 when the electric motor M is not energized. If the output shaft m1 is driven to rotate, the stabilizer 1 can rotate relatively freely, and in this case, it functions as a general mechanical stabilizer 1. On the other hand, if the output shaft m1 does not rotate due to a reverse input, the stabilizer 1 can maintain a predetermined basic posture, and can be used, for example, as having a vehicle height adjustment function.

(Specific example of reduction mechanism)
For example, as shown in FIG. 2, in this embodiment, a wave gearing device is used as the speed reduction mechanism G. The speed reduction mechanism G is installed in the housing 3 adjacent to the drive section K, and rotates the stabilizer 1 after significantly reducing the rotational speed of the output shaft m1 of the electric motor M.

The output shaft m1 is supported at both ends by the first bearing 4, and is provided with, for example, a spline-shaped engagement portion m31 at one end. The wave generator g1 extrapolates and engages with this engaging portion m31. The wave generator g1 includes a pair of arms extending in the radial direction with respect to the rotation axis X, and a roller member g11 that presses a flexspline g2, which will be described later, is provided at the end of both arms. .

The roller member g11 presses the generally cylindrical external gear of the flexspline g2 from the inside toward the outside. The pressed external teeth further mesh with the internal teeth of an annular circular spline g3 provided outside. Among the external teeth of the flex spline g2, a plurality of external teeth near the portion pushed by the roller member g11 mesh with the internal teeth of the circular spline g3, and the rotation of the wave generator g1 causes the external teeth of the internal teeth to mesh with the internal teeth of the circular spline g3. The parts where the teeth fit move. The number of teeth of the external teeth is slightly smaller than the number of teeth of the internal teeth, and the meshing position of the internal teeth and the external teeth is the same as the difference in the number of teeth during one rotation of the wave generator g1. Be changed. Thereby, the driving rotation of the electric motor M can be transmitted to the stabilizer 1 while being significantly decelerated.

Of both ends of the flexspline g2, the end opposite to the external teeth serves as an output part g21 that acts on the torsion spring 1a. This output portion g21 is also cylindrical, and its outer surface is pivotally supported on the inner surface of the housing 3 via the second bearing 5. For example, splines are formed on the inner surface of the output part g21 and the outer surface of the torsion spring 1a, so that the rotation of the electric motor M is transmitted to the torsion spring 1a.

By using the wave gear mechanism as the speed reduction mechanism G in this way, the speed reduction mechanism G can be configured extremely compactly, and the rotational speed of the electric motor M can be significantly reduced. In addition, the internal teeth of the circular spline g3 and the external teeth of the flex spline g2 mesh with each other without backlash, and smooth deceleration operation can be obtained.

Furthermore, it is also easy to set the value of the reverse efficiency to zero or a negative value for the reverse input from the stabilizer 1. By providing the speed reduction mechanism G with reverse efficiency of zero or less, self-locking performance is exhibited. For example, even if a reverse input based on the lifting and lowering of the wheels acts on the stabilizer 1 while the vehicle is running, the electric motor M does not undergo driven rotation. Therefore, when the vehicle height is not actively adjusted, the stabilizer 1 can function as a normal mechanical stabilizer by simply stopping power supply to the electric motor M.

(stabilizer)
The stabilizer 1 is divided into a left member and a right member, and the left member and the right member are connected at the position of the action portion F. The connection here is made, for example, by distributing protrusions and recesses that have square or hexagonal cross sections and can fit into each other into the right member and the left member. Since the outer ends of the right and left members are fixed to the support portions of the left and right wheels, respectively, there is no need for a mechanism to prevent these convex portions and concave portions from coming off from each other. However, a locking structure may be formed in both of them, such as by engaging a pin member in a direction perpendicular to the longitudinal direction.

It is preferable that the acting part F that transmits the driving force from the electric motor M to the stabilizer 1 is provided at a position where the left and right stabilizers 1 have the same torsional rigidity with this acting part F as a boundary. For example, in the case where the stabilizer 1 is made up of a single rod-like member having a uniform thickness, it is preferable to provide the action portion F at the center position in the length direction.

By making the torsional rigidity of the left and right sides of the stabilizer 1 the same, the stabilizer 1 becomes simple and the vertical movement characteristics of the left and right wheels become natural. Therefore, when the left and right wheels move up and down at the same time, or when they move up and down in opposite directions such as during rolling, the basic suspension function can be achieved.

Note that the position of the acting portion F does not necessarily have to be at the dimensional center of the stabilizer 1. For reasons of mounting the electric motor M, if the shape of the stabilizer 1 located near the electric motor M is different on the left and right sides, the position where the torsional characteristics are equal on the left and right sides is determined as appropriate.

In the example shown in FIG. 2, the torsion spring 1a constituting the stabilizer 1 is divided into left and right parts, and the action part F of the deceleration mechanism G is provided on the outer periphery of the connecting part 1aj. This connecting portion 1aj is, for example, a female portion formed on one side and a male portion formed on the other side engaged, and the cross sections of both are formed into a square prism cross section to prevent relative rotation. Note that various configurations can be selected as the shape for preventing relative rotation, such as one in which the cross sections of both members are serrated, and one in which a pin member is passed through between the two members.

If the left and right members of the torsion spring 1a can engage with each other at the position of the action portion F in this way, the electric motor M and the speed reduction mechanism G can be easily attached. For example, by attaching a gear or the like to the left side member or the right side member of the torsion spring 1a and connecting it to the other member, a vehicle attitude control device S with excellent mountability can be obtained. I can do it.

In the configuration shown in FIG. 2, the rotation axes of the drive unit K including the electric motor M and the speed reduction mechanism G are aligned with the axis of the torsion spring 1a of the stabilizer 1, and the housing 3 is aligned with the axis of the torsion spring 1a. It has the function of covering part of the With this configuration, a transmission path for rotational driving force from the electric motor M to the torsion spring 1a is efficiently configured. Furthermore, since the stabilizer 1, the electric motor M, and the speed reduction mechanism G are integrally and compactly constructed, it is easy to assemble into a vehicle.

In this embodiment, such an electric motor M and a speed reduction mechanism G are provided in each of the front wheel stabilizer 1 and the rear wheel stabilizer 1. These front and rear electric motors M are drive-controlled by a control unit ECU. For example, by driving and controlling only one of the front and rear electric motors M, the pitch attitude of the vehicle can be easily adjusted. Of course, by driving and controlling the front and rear electric motors M in opposite directions, the pitch attitude of the vehicle can be adjusted more quickly. Further, by cooperatively controlling the front and rear electric motors M in the same direction, the height of the vehicle can be adjusted.

When controlling the drive of the electric motor M, the amount of work of the electric motor M can be determined by monitoring the rotation speed and input power of the electric motor M, and the ascending and descending state of the stabilizer 1 can be grasped. However, only the drive information obtained from the electric motor M can only estimate the attitude of the vehicle, and the actual attitude may not be grasped. Therefore, by providing a vehicle height sensor 2 at at least one location on the vehicle and comparing the control amount of the electric motor M with the detected value of the vehicle height sensor 2, the attitude of the vehicle can be controlled more accurately.

As shown in Fig. 1, a G sensor that detects the vertical acceleration of the vehicle body is used as the vehicle height sensor 2. It is best to prepare at three locations in total, including one near one of the locations. Since the electric motor M adjusts the vertical position of the wheel relative to the vehicle body, by detecting the vertical movement of a portion of the vehicle near the wheel, the elevation adjustment of the wheel becomes more accurate.

By using the vehicle height sensor 2, specifically, the pitch rate and pitch angle of the vehicle can be calculated to horizontally control the vehicle in various driving conditions such as when the vehicle is accelerating, decelerating, and when driving on rough roads. etc. becomes possible.

Incidentally, in addition to G-sensors, there are various other sensors that can be used, such as linear motion sensors that detect the stroke of a wheel relative to the vehicle body, and photosensors that detect reflected light irradiated on the road surface. is also optional.

[Second embodiment]
As shown in FIG. 3, the vehicle attitude control device of the present invention may be one in which a unit of a drive section K and a speed reduction mechanism G is attached from the side to a torsion spring 1a constituting a stabilizer 1.

The torsion spring 1a is, for example, configured as a single unit over the left and right sides, and is bent at the left and right ends to form an arm 1b. The vicinity of the left and right bent portions is rotatably attached to the vehicle body via a support portion 6. At the longitudinal center of the torsion spring 1a, an acting portion F that receives a driving rotational force is attached. For example, it is preferable to attach an appropriate member such as a normal spur gear.

The drive unit K and the speed reduction mechanism G use the electric motor M, wave gear mechanism, etc. described above. For the output part g10 of the speed reduction mechanism G, a normal spur gear or the like is used, for example. In order to prevent the output part g10 from separating from the action part F, it is preferable to provide a holding member (not shown) between the two shafts.

With this configuration, the vehicle height adjustment device can be easily added to a suspension using a conventional torsion bar. Furthermore, it is possible to select an appropriate standard drive unit K according to the weight of the vehicle, etc., and a rational vehicle height adjustment device can be obtained.

[Third embodiment]
As shown in FIG. 4, for example, a planetary gear mechanism can be used as the speed reduction mechanism G. In this case, the output shaft m1 of the electric motor M becomes the sun gear g5, and the rotating shaft g62 of the carrier g61 of the planetary gear g6 meshing with the sun gear g5 becomes the output portion after deceleration. The ring gear g7 is fixed to the inner surface of the housing 3.

In this embodiment, one carrier g61 of the planetary gear g6 is provided, but in this case, when a reverse input from the stabilizer 1 acts on the output part of the carrier g61, the sun gear g5, that is, the electric motor M is driven to rotate. There is. Therefore, for example, if you want to maintain the vehicle height of the vehicle, you should always energize the electric motor M to generate a predetermined driving force so that the output shaft m1 of the electric motor M does not rotate due to rotation, or use the sun gear when the output shaft m1 is not energized. It is preferable to provide a separate brake mechanism (not shown) so that g5 is locked to the housing 3.

On the other hand, in order to function as an active suspension that effectively damps the rise and fall of the wheels during driving without particularly maintaining the vehicle height, the electric motor M is not energized during normal driving conditions, and the output of the electric motor M is It is preferable to leave the shaft m1 in a state where it can freely rotate. Even in that case, it is preferable to combine a state in which the electric motor M is energized depending on the response condition of the road surface, the starting/stopping state of the vehicle, etc., and the raising/lowering state of the stabilizer 1 is controlled.

The vehicle attitude control device of the present invention can be widely used in vehicles and the like in which the left and right wheels are moved up and down simultaneously by rotationally driving a stabilizer when controlling the attitude of the vehicle.

1 Stabilizer 2 Vehicle height sensor 3 Housing F Action part G Reduction mechanism g1 Wave generator g3 Circular spline g2 Flex spline M Electric motor m3 Rotor m2 Stator S Posture control device

Claims (8)

A bar-shaped stabilizer that is attached to the left and right wheels of a vehicle;
an electric motor that is fixed to at least either the vehicle or the stabilizer and generates rotational driving force;
A vehicle attitude control device comprising: a deceleration mechanism that simultaneously raises and lowers the left and right wheels by reducing the rotational speed of the electric motor and rotationally driving the stabilizer via an operating portion. 2. The vehicle attitude control device according to claim 1, wherein the acting portion is provided at a position where the left and right torsional rigidities of the stabilizer are the same with the acting portion as a boundary. 3. The vehicle attitude control device according to claim 2, wherein the stabilizer is divided into a left side member and a right side member, and the left side member and the right side member are integrally engaged at the position of the action portion. The vehicle attitude control device according to any one of claims 1 to 3, wherein the electric motor is provided in a front wheel stabilizer and a rear wheel stabilizer, respectively. The vehicle attitude control device according to any one of claims 1 to 4, further comprising a vehicle height sensor at at least one location of the vehicle. The speed reduction mechanism is a wave gear mechanism,
The electric motor is
a cylindrical rotor fitted onto the stabilizer so as to be relatively rotatable;
a stator fixed to the housing of the electric motor while being arranged externally to the rotor;
The speed reduction mechanism is
a wave generator fixed to one end of the rotor;
an annular circular spline fixed to an inner surface of the housing at a position corresponding to an outer peripheral position of the wave generator;
It is a cylindrical member, which has an inner surface at one end formed with a contact surface for the wave generator, an outer gear which engages with the circular spline and is elastically deformable, and an inner surface at the other end. The vehicle attitude control device according to any one of claims 1 to 5, further comprising a flexspline in which the action portion is formed and an outer surface is rotatably supported by the inner surface of the housing. The vehicle attitude control device according to any one of claims 1 to 6, wherein the electric motor includes the deceleration mechanism having a reverse efficiency of zero or a negative value with respect to a reverse input acting from the stabilizer. . A rod-shaped stabilizer is installed between the left and right wheels of the vehicle,
An electric motor that generates rotational driving force and a deceleration mechanism that reduces the rotational speed of the electric motor are attached to at least either the vehicle or the stabilizer,
A vehicle attitude control method in which the stabilizer is rotationally driven by the speed reduction mechanism to raise and lower the left and right wheels at the same time.

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