WO1992012869A1

WO1992012869A1 - Device for controlling attitude of vehicle

Info

Publication number: WO1992012869A1
Application number: PCT/JP1992/000026
Authority: WO
Inventors: Katsuhiko Hibino
Original assignee: Nippondenso Co., Ltd.
Priority date: 1991-01-16
Filing date: 1992-01-16
Publication date: 1992-08-06
Also published as: JPH04262910A

Abstract

A device for controlling the attitude of a vehicle, in which a cylinder mechanism (16) capable of adjusting a connecting distance is fixed to one end of a stabilizer (7) and a hydraulic pressure in the cylinder (16) is controlled by a hydraulic control device (3) driven in response to control signals from an electronic control device (4). The cylinder (16) is set in a position in which an arm ratio (T) of a lower arm is optimum, that is, the torsional acting force (F) of the stabilizer (7) is appropriate in strength and a rolling control effect is improved as much as possible. Said optimum arm ratio (T) is specifically expressed by a value [f(T) = Fmax/P] which corresponds to a value obtained by dividing the value of a critical torsional acting force (Fmax) to break the lower arm or cylinder (16) by a safety factor (P).

Description

Description Vehicle attitude control system Technical field

The present invention relates to an attitude control device for a vehicle, and more particularly to a stabilizer that suppresses a roll to secure steering stability. Background art

Conventionally, a stabilizer has been used as a device that connects the movements of independent left and right wheels to reduce the inclination and sway of the vehicle that occurs during turning, and to ensure steering stability. . However, if the stabilizer has high rigidity, the independent movement of the left and right wheels is restricted on uneven road surfaces, joints between road surfaces, undulating road surfaces, etc., resulting in large vibrations and poor riding comfort. There is a problem.

In order to solve this problem, there is a device for controlling the torsional force generated in the stabilizer (for example, Japanese Patent Application Laid-Open No. 61-146612).

However, in the above-described conventional device, the stabilizer is connected to a shock absorber provided between the upper panel member and the lower arm. Then, the torsional action force generated in the stabilizer is mechanically equivalent to the torsional action force acting at the portion where the lower arm and the shock absorber are connected. Because of this, the torsional action force of the stabilizer acts at a position distant from the vehicle body, so that the torsional action force for suppressing the roll generated during turning becomes small, and if sufficient steering stability cannot be ensured. There is a problem.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle attitude control device capable of sufficiently suppressing the roll and improving the steering stability of the vehicle. That is what you do. Disclosure of the invention

In order to achieve the above object, in the vehicle attitude control device according to the first invention,

In addition to being rotatably supported by the vehicle body, the ends of the cam that transmit and receive the torsional action force are coupled to the respective unsprung members of the left and right wheels, and the upper and lower wheels of the left and right wheels with respect to the vehicle body In a vehicle attitude control device provided with a sun stabilizer that is twisted in accordance with a motion difference,

A coupling member for coupling the left and right wheels to a vehicle body,

A cushioning member disposed between the vehicle body and the coupling member, for reducing vibration generated according to a road surface condition;

A connection in which at least one of the lower panel members of the left and right wheels is interposed between an arm that receives and transmits the torsional force of the stabilizer and the two are connected, and the connection distance thereof is adjustable. And a member,

The end of the arm that receives and transmits the torsional action force of the stabilizer and the connecting member are at least at positions closer to the vehicle body than where the buffer member is connected to the connecting member. It is characterized in that it is combined with the coupling member.

In the vehicle attitude control device according to the second invention,

In addition to being rotatably supported by the axle member that connects the left and right wheels, the end of the arm that transfers the torsional action is connected to the vehicle body, and the vertical movement of the left and right wheels with respect to the vehicle body In a vehicle attitude control device provided with a stabilizer that is twisted according to

A spring member provided between the axle member and the vehicle body in the vicinity of the left and right wheels, and configured to reduce vibration generated according to a road surface condition;

A connecting member is provided between at least one of the arms for transmitting and receiving the torsional action force of the vehicle body and the stabilizer to connect the two and to adjust the connecting distance thereof. ,

A position where the end of the arm that receives and transmits the torsional force of the stabilizer and the connecting member are closer to the center of the vehicle body than at least the panel member. It is characterized in that it is connected to the vehicle body.

According to the above configuration, in the first aspect, the connecting member is interposed between at least one of the lower panel members of the left and right wheels and the arm that transmits and receives the torsional force of the stabilizer. The ends of the connecting member and the arm that receives and transmits the torsional action force of the stabilizer are at least as high as the position where the cushioning member is connected to the connecting member. Is also connected to the connecting member at a position close to the vehicle body.

Therefore, when the connection distance is not adjusted by the connection member, the amount of twist of the stabilizer with respect to the vertical movement difference between the left and right wheels is reduced, and riding comfort can be improved. You. On the other hand, when the connection distance is adjusted by the connection member, the amount of twist of the stabilizer with respect to the adjustment of the connection distance can be increased, and the posture control such as roll suppression can be effectively performed. it can.

In the second invention, the connecting member connects the vehicle body and at least one of the arms for transmitting and receiving the torsional action force of the stabilizer to connect the two and adjust the connecting distance. . The ends of the connecting members and the arms that receive and transmit the torsional action force of the stabilizer are connected to the vehicle body at least at a position closer to the center of the vehicle body than the panel members.

Therefore, in the second invention as well, the ride comfort can be improved when the connection distance is not adjusted by the connecting member, as in the first invention. Thus, when the connection distance is adjusted, the posture control can be effectively performed. BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a configuration diagram showing a first embodiment of the present invention, FIG. 2 is a configuration diagram showing a mounting portion of a cylinder device in the first embodiment, and FIG. 3 is an arm ratio and a stabilizer. FIG. 4 is a characteristic diagram showing the characteristics of the torsional action force and the effect index of FIG. 4, FIG. 4 is a configuration diagram showing the configuration of the hydraulic control device and the electronic control device in the first embodiment, and the respective input / output states, and FIG. 1 Electrons in Examples FIG. 6 is a flow chart showing the operation of the control device, FIG. 6 is a graph showing the relationship between the lateral acceleration and the roll angle of a vehicle having different arm ratios, and FIG. FIG. 8 is a structural diagram showing a second embodiment, and FIG. 8 is a span-stabilizer characteristic diagram showing characteristics of the span and the torsional acting force of the stabilizer. Best mobile phone for carrying out the invention

Hereinafter, the present invention will be described based on an embodiment shown in the drawings.

First, a first embodiment will be described. FIG. 1 is a schematic configuration diagram of a flat type suspension to which a vehicle attitude control device according to the present invention is applied. .

In FIG. 1, a left wheel 1 and a right wheel 2 are supported by a vehicle body 12 via lower arms 13 and 14 and shock absorbers (corresponding to shock absorbing members) 5 and 6, respectively. The lower arms 13 and 14 correspond to connecting members.

The torsion portion 8 of the stabilizer 7 has torsional elasticity, and is rotatably supported by rubber bearings 9 and 10. Connected to one end of the stabilizer 7 is a cylinder device (corresponding to a coupling member) 16 that can adjust the coupling distance. The cylinder device 16 is located at the position of the optimum arm ratio T of the lower arm 13. Are combined. The hydraulic pressure in the cylinder device 16 is controlled by a hydraulic control device 3 driven in accordance with a control signal from the electronic control device 4. In FIG. 1, the cylinder device 16 is provided only on the left wheel 1, but a similar cylinder device may be provided on the right wheel 2. The above-mentioned optimum arm ratio T will be described later.

Next, the mounting position of the cylinder device 16 provided to effectively suppress a change in the attitude of the vehicle rolls or the like in the strut type suspension having the above configuration will be described in detail. .

FIG. 2 is a configuration diagram showing an assembled state of the cylinder device 16. Here, the suspension shown in Fig. 2 is analyzed by making it a dynamic model. Thereby, the torsional action force F generated in the stabilizer 7 can be obtained.

That is, in the lower arm 13, when the length from the vehicle body mounting portion to the tire mounting portion is Ar, and the length from the vehicle body mounting portion to the installation position of the cylinder device 16 is R, the arm ratio is t is

t = R / A r (1)

It can be expressed as.

In addition, as an index indicating the roll suppressing effect of the vehicle attitude control device in the first embodiment, when the cylinder device 16 is fixed to neutral (only the normal stabilizer 7), the stabilizer 7 The effect index E shown below is set using the torsional action force Fm generated in the actuator and the torsional action force Fs generated in the stabilizer 7 when the cylinder device 16 is operated only by the stroke S. did.

E = F s / F m (2)

This effect index E can also be expressed by the following equation by analyzing the suspension shown in Fig. 1 as a dynamic model and analyzing it. Where n is a constant and ε is a function.

Ε = ε (t) = 1 + (a S / t) (3)

Therefore, as shown in Expression (3), the mounting position of the cylinder device 16 can increase the roll suppressing effect as the arm ratio t decreases. However, the torsional action force F generated in the stabilizer 7 shown in Fig. 1 is given by β and 7 as constants and f as a function.

F = f (t) = (S / t) + (r S / t ² ) (4) Therefore, if the arm ratio t is reduced, a large torsional action force F is generated, and In some cases, the lower arm 13 or the cylinder device 16 will rupture.

Therefore, the optimal mounting position (optimal arm ratio T) of the cylinder device 16 that has the appropriate amount of torsional force F and maximizes the roll suppression effect is shown in FIG. So that occurs in stabilizer 7 The torsional action force corresponds to a value obtained by dividing the limit repulsion action force Fmax at which the lower arm 13 or the cylinder device 16 breaks down by the safety factor P. That is, the optimal arm ratio T is

f (T) = F max / P (5)

It is expressed as In Fig. 3, (a) is an arm ratio-stabilizer characteristic diagram showing the characteristics of the arm ratio t and the torsional acting force F of the sun stabilizer, and (b) is the relationship between the arm ratio t and the effect index E. FIG. 6 is an arm ratio-effect index characteristic diagram showing characteristics. The safety factor P (usually set to 2 or more) is set as shown in the following equation.

P-Fatigue limit of the object Z Maximum stress on the object calculated or measured (6) However, when this cylinder device is actually mounted on the vehicle, the capacity of the hydraulic power source, the mounting capability on the vehicle, etc. In consideration of the above, the minimum arm ratio among the respective constraints is set as the optimal arm ratio T.

Next, the detailed configurations of the hydraulic control device 3 and the electronic control device 4 shown in FIG. 1 will be described.

FIG. 4 is a configuration diagram showing configurations of the hydraulic control device 3 and the electronic control device 4.

In FIG. 4, the electronic control unit 4 is a central processing unit (hereinafter referred to as a CPU) 4a, a lead 'only' memory (hereinafter referred to as R0M) 4b, and a random. .. Access memory (hereinafter referred to as RAM) 4c, input section 4d, output section 4e, and data bus 4f. The input section 4d includes a piston position detecting device 43 for detecting the position of the cylinder 16 of the cylinder device, a vehicle speed sensor 41 for detecting the traveling speed of the vehicle, and a vehicle inclination detecting state. Information signals output from the tilt sensor 44 that performs the steering operation and the steering angle sensor 42 that detects the steering angle of the steering wheel are input. On the other hand, a control signal is output from the output unit 4 e to the hydraulic control device 3 and the cylinder device 16.

The hydraulic control device 3 is mainly composed of oil driven by the power of the engine 30. It consists of a pressure pump 31, a reservoir tank 34, and a control valve (4 port 3 position solenoid valve) 32. The hydraulic pump 31 sucks hydraulic oil from the reservoir tank 34 and passes through the line 33a, the control valve 32, the line 33c or the line 33d. Supply pressurized oil to cylinder device 16. The control valve 32 is actuated by the linear solenoids 32 d and 32 e which are excited by a control signal from the electronic control unit 4 so that the neutral position 32 a and the extension position 32 b are activated. It is a valve that can be switched to the three contraction positions 32c and any intermediate position between them.

The cylinder 16 is provided with a piston 22 slidable in an oil-tight manner in the cylinder body 21. Then, the hydraulic oil is supplied from the hydraulic control device 3 which is operated by the control signal from the electronic control device 4, and the cylinder device 16 is thereby operated.

Next, the operation in the above configuration will be described.

First, the operation during straight running will be described. In FIG. 4, during straight running, the control valve 32 is set to the neutral position 32a. At this time, the pressure oil discharged from the hydraulic pump 31 returns to the reservoir tank 34 via the pipe 33a, the control valve 32, and the pipe 33b. On the other hand, the pipes 33c and 33d connected to the upper chamber 25 and the lower chamber 26 of the cylinder device 16 are shut off by the control valve 32, so that the cylinder device 1 The upper chamber 25 and the lower chamber 26 of 6 are kept oil-tight, and the piston 22 is fixed in the cylinder body 21. .

In other words, since the cylinder device 16 acts as a kind of rigid body, the stabilizer 7 (Fig. 1) exerts its inherent torsional rigidity to secure the running stability of the vehicle. . However, in this embodiment, one end of the cylinder device 16 and one end of the other stabilizer are respectively connected to the lower arms 13 and 14 of the left and right wheels at a predetermined arm ratio t. Therefore, for example, when only the right wheel moves over the protrusion, the vertical movement difference between the right and left wheels is reduced in size and acts on the stabilizer 7. Therefore, the torsional rigidity exhibited by the screen stabilizer 7 is the same as that of the cylinder device 16 and the other. One end of each of the stabilizers can be made smaller as compared to a case where each end is attached to a shock absorber. For this reason, it is possible to improve the riding comfort when traveling straight ahead.

Next, the operation during turning will be described. In FIG. 4, during turning, the target expansion / contraction amount of the cylinder device 16 is determined according to a relationship predetermined according to the vehicle speed and the magnitude of the steering angle. Then, the hydraulic control device 3 is driven to extend or contract the cylinder device 16 according to the target expansion / contraction amount.

That is, when the cylinder device 16 is extended, the linear solenoid 32 d is energized to drive the control valve 32 to the extension position 32 b. Then, the pipes 33a and 33d communicate with each other through the port of the control valve 32, and the lower chamber 26 of the cylinder device 16 receives the pressure discharged from the pump 31. Oil is supplied via line 33a, control valve 32, and line 33d. Note that when the linear solenoid 32 d is energized, the linear solenoid 32 e is non-energized, and the linear solenoid 32 e is energized. In this case, the linear solenoid 32d is in a non-energized state.

On the other hand, the port of the control valve 32 connected through the pipe 33c is designed so that the opening area thereof increases as the current flowing through the linear solenoid 32d increases. Operate. Therefore, the current supplied to the linear solenoid 32d is controlled, whereby the reservoir tank 34 is connected from the upper chamber 25 of the cylinder device 16 to the reservoir tank 34 through the pipe 33c. The amount of spilled oil can be adjusted.

Then, only when the pressurized oil flows out of the upper chamber 25, the piston 22 can move to the upper chamber 25 side, so that the energizing current of the linear solenoids 32d and 32e can be obtained. By controlling the amount of oil, the amount of movement of the piston 22 can be adjusted, and the magnitude of the current flowing through the linear solenoids 32 d and 32 e and the amount of oil spill ( (I.e., the amount of movement of the piston), the force <can be predicted. Therefore, the electronic control unit 4 predicts the position of the piston 22 from the magnitude of the output energizing current and the energizing time. Can be calculated. The position of the piston 22 is predicted by this prediction calculation, and the predicted position of the piston 22 is corrected using the piston position detection device 43. Then, when it is determined that the predicted position of the piston 22 has reached the target position, the power supply to the linear solenoid 32d is terminated. It should be noted that, despite the provision of the piston position detecting device 43, the position of the piston 22 is predicted by calculation because the piston position detecting device 43 This is because it is configured as a so-called switch that detects only the middle position of the stroke. The piston position detecting device 43 is configured by arranging a coil around the piston rod of the cylinder device 16, and the piston rod has different magnetic permeability. It is constructed by joining two metals. The joining position of the two metals of the piston rod corresponds to the intermediate position of the piston stroke in the cylinder device 16. Therefore, by detecting a change in the inductance of the coil, it is possible to detect the intermediate position of the bistro stroke.

When the energization of the linear solenoid 32d is completed, the control valve 32 returns to the neutral position 32a. For this reason, the upper chamber 25 and the lower chamber 26 at the cylinder position 16 are kept oil-tight again, and the piston 22 is fixed at the target position. Since the hydraulic control device 3 has the configuration of the meter-out hydraulic circuit as described above, it can be adjusted accurately regardless of the minute oil amount or the large oil amount, and the cylinder device 1 can be accurately adjusted. 6 can be controlled.

When the cylinder device 16 is contracted, the linear solenoid 32 e is energized in order to drive the control valve 32 to the contracted position 32 c. Then, the pipes 33a and 33c communicate with each other through the port of the control valve 32, and the pressure discharged from the pump 31 is connected to the upper chamber 25 of the cylinder device 16. Oil is supplied via line 33a, control valve 32, and line 33c.

On the other hand, the port area of the control valve 32 connected via the pipe 33 d is such that the opening area increases as the current flowing to the linear solenoid 32 e increases. Activate Therefore, by controlling the current supplied to the linear solenoid 32 e, the pipe from the lower chamber 26 of the cylinder device 16 is controlled. The amount of oil flowing to reservoir tank 34 through road 33d can be adjusted.

Therefore, similarly to the case where the cylinder device 16 is extended, the position of the piston 22 is predicted, and the linear solenoid is determined when it is determined that the piston 22 has reached the target position. The energization of the switch 32 e is terminated, and the piston 22 is fixed at the target position.

Next, the operation of the electronic control unit 4 will be described.

The electronic control unit 4 is configured as means for realizing required functions using the CPU 4a that repeatedly executes signal input, processing, and signal output according to a preset control program. The program procedure executed by the electronic control unit 4 is as shown in FIG.

That is, in FIG. 5, in step 108 of the signal manual power, each signal generated by the vehicle speed sensor 41, the steering angle sensor 42, the inclination sensor 44, etc. is input via the input unit 4d. Receiving and storing the information in RAM 4c.

Subsequently, the running conditions of the vehicle are determined in steps 110, 112, and 118, and in steps 114, 116, 120, 122, respectively. The control amount corresponding to the traveling condition is determined. This control amount indicates the amount of movement of the cylinder device 16 provided between one end of the stabilizer 7 and the lower arm 13, and includes the respective running conditions and the control amount to be determined. The relationship is set in the ROM 4b in advance as an arithmetic expression or a map in the program memory.

In step 110, it is determined whether or not the vehicle is turning right based on the steering angle force obtained by the steering angle sensor 42.In step 111, whether or not the vehicle is turning left is determined. Is determined. If the vehicle is turning right or left, the process proceeds to step 114 or step 116, respectively, and the control amount necessary to suppress the roll of the vehicle caused by the turn is calculated. calculate.

Such calculations are only appropriate for the centrifugal force acting on the vehicle during turning. Is basically inversely proportional to the turning radius of the vehicle indicated by the steering angle obtained by the steering angle sensor 42, and is obtained by the vehicle speed sensor 41. It is calculated based on a relational expression proportional to the square of the traveling speed.

In step 118, it is determined whether or not the lateral inclination of the vehicle obtained by the inclination sensor 44 is equal to or greater than a predetermined angle. In step 120, a control amount corresponding to the inclination is calculated in step 120.

If neither right turn nor left turn (almost straight traveling) and there is almost no inclination, the control amount is set to a predetermined value in step 122. This set value is set in advance to a value at which the cylinder device 16 does not exert an additional acting force on the stabilizer 7.

The control amount during the right turn described above is calculated so that the moving amount is extended by an amount corresponding to the centrifugal force with respect to the reference value, and the control amount during the left turn is the reference value. Needless to say, the operation is performed to reduce the Then, the set control amount is output to the control valve 32 and the cylinder device 16 and each is controlled as described above.

Next, an example of the effects provided by the embodiment of the vehicle attitude control device described above will be described.

FIG. 6 is a lateral acceleration-roll angle characteristic diagram showing characteristics of lateral acceleration and a steep angle in vehicles having different arm ratios t. In the example shown in FIG. 6, a vehicle having an arm ratio of 1 and a vehicle having an arm ratio of 0.4 are compared, and these vehicles have the same roll stiffness (= arm). It has a ratio t ² X spring constant k) and the cylinder stroke is 60 mm.

As shown in FIG. 6, for example, when the lateral acceleration is 0.45 (G), the roll angle is 2.3 degrees in a vehicle having an arm ratio of 1. On the other hand, in a vehicle with an arm ratio of 0.4, the roll angle is 0.9 degrees, and the arm ratio is Compared with the vehicle of No. 1, the amount of reduction in the roll angle is greatly increased. As a result, it can be seen that the vehicle having the arm ratio of 0.4 can secure more stable driving than the vehicle having the arm ratio of 1.

As described above, in the above-described embodiment, the cylinder device 16 connected to the stabilizer 7 is arranged close to the vehicle body, thereby increasing the torsional action force for suppressing the roll. As a result, steering stability can be ensured.

Note that, similarly to the above-described flat suspension, in the double-wish-bon suspension, the upper arm or the lower arm is positioned at an optimum arm ratio T. A cylinder may be installed, and the upper arm or the lower arm and the stabilizer may be connected to each other via a cylinder device.

Next, as a second embodiment, an example in which the present invention is applied to an axle suspension type suspension will be described.

FIG. 7 is a configuration diagram showing a second embodiment of the present invention. The figure numbers in FIG. 7 that are the same as the figure numbers in FIG. 1 indicate that they are equivalent to the configuration in FIG.

In FIG. 7, the left wheel 1 and the right wheel 2 are supported by an axle (corresponding to an axle member) 15, and a vehicle body 12 is supported by coil springs (corresponding to a panel member) 50, 51 via an axle 15. It is supported by. The torsion portion 8 of the stabilizer 7 has torsional elasticity, and is rotatably supported by rubber single bearings 9 and 10. One end of the stabilizer 7 is connected to a cylinder device 16 capable of adjusting the connection distance, and is attached with an optimum span L.

Here, the optimal span L described above will be described. This optimum span L can be obtained in the same manner as the optimum arm ratio T of the flat type suspension.

In other words, the effect of roll suppression in axle suspension suspension Twisting action force generated in the number E and Star Biraiza F is, Ru can be expressed by the formula shown below Ri by the span 1 _x. Where, 'and β' are constants ε 'and f' are functions.

E = ε '(1 _χ ) = 1 + (a' SZ li) (7)

F = f '(lx) = (/ S' / lx) + (r 'S / lx ² ) --- (8) In other words, as shown in equations (7) and (8), the axle suspension type The effect index E in the suspension and the torsional force F generated in the stabilizer are expressed by the same formulas as in the case of the flat suspension. Therefore, the optimal mounting span L can be obtained by the same method as in the first embodiment.

In other words, the optimum mounting position (optimal snow, .L) of the cylinder device 16 for which the torsional action force F is of an appropriate size and which maximizes the roll suppressing effect is shown in FIG. As shown, the torsional action force generated in the stabilizer 7 corresponds to a value obtained by dividing the limit torsional action force F max at which the cylinder device 16 is destroyed by the safety factor P ′. That is, the optimal span L is

f '(L) = F max' / P '(9)

It is expressed as FIG. 8 is a characteristic diagram of the span stabilizer which shows the characteristics of the span 1 and the torsional acting force F of the stabilizer. The safety factor P ′ is set as shown in Expression (6).

As described above, even when the present invention is applied to the suspension suspension of the axle in the second embodiment, the optimum span L can be obtained in the same manner as in the first embodiment. . Industrial applicability

As described above, the vehicle attitude control device according to the present invention can be applied to a vehicle that changes the attitude of the vehicle using the stabilizer, and can greatly contribute to improving the performance. it can.

Claims

The scope of the claims

1. While being rotatably supported by the vehicle body, the ends of the arms that transmit and receive the torsional force are engaged with the unsprung members of the left and right wheels, and the left and right wheels of the left and right wheels with respect to the vehicle body are In a vehicle attitude control device equipped with a stabilizer that is twisted according to the vertical movement difference,

A coupling member for coupling the left and right wheels to a vehicle body,

A connection in which at least one of the unsprung members of each of the left and right wheels is interposed between an arm that receives and transmits the torsional force of the stabilizer, and the two are connected to adjust the connection distance thereof. And a member,

The end of the arm that receives and transmits the torsional force of the stabilizer and the connecting member are at least positioned closer to the vehicle body than the position where the buffer member is connected to the connecting member. A vehicle attitude control device characterized by being coupled to the coupling member.

2. While being rotatably supported by the axle member connecting the left and right wheels, the end of the arm that transfers the torsional force is connected to the vehicle body, and the vertical movement difference of the left and right wheels with respect to the vehicle body In a vehicle attitude control device having a stabilizer that is twisted according to

A spring member provided between the axle member and the vehicle body, near the left and right wheels and near the wheels, for reducing vibration generated according to a road surface condition;

A connecting member interposed between the vehicle body and at least one of the arms for transmitting and receiving the torsional action force of the stabilizer and connecting the two, and having a connection distance adjustable;

It is characterized in that the end of the arm for receiving the torsional action force of the stabilizer and the connecting member are connected to the vehicle body at least at a position closer to the center of the vehicle body than the panel member. Vehicle attitude control device.