JPH06106944A - Damping force variable shock absorber control device - Google Patents

Abstract

PURPOSE:To provide a damping force variable shock absorber control device wherein smooth control with a small feeling of control physical disorder can be performed. CONSTITUTION:An ECU9 reads a detection signal DDX of an acceleration sensor 2 and a detection signal Y of a car height sensor 4, to calculate a sprung part speed DX and a relative speed DY between sprung and unsprung part. An actuator indicating value based on the speeds DX, DY is obtained by an actuator signal indicating value calculating part in the ECU9. A variable throttle valve 114 is controlled by this calculated value to suitably adjust damping force. By increasing the damping force, in the case of increasing vehicle action on the contrary by the damping force given while suppressing the vehicle action, the damping force is corrected somewhat lower. In this way, the vehicle action is stabilized to prevent generation of a control feeling of physical disorder.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shock absorber control device capable of switching damping force settings used in a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a device for electronically controlling the damping force of a shock absorber, for example, a sprung speed D is used.
It is known to apply the so-called skyhook theory, which controls the damping force based on X and the sprung-unsprung relative speed DY (relative speed of the sprung member with respect to the unsprung member). Note that DX = dx / dt and DY = dy / dt.
Regarding this, for example, JP-A-3-104
No. 726, "Vehicle Suspension".

[0003]

According to the above-mentioned control device, the vehicle behavior can be stabilized against a road surface input by generating a large damping force in the shock absorber. As the vehicle behavior, heave (vertical movement),
There is a change in amplitude such as pitch (back and forth) and roll (left and right). However, if an excessive damping force is applied in order to stabilize the vehicle behavior, the vehicle behavior or the like becomes rather large, which causes a feeling of control discomfort.

The present invention has been made to solve the above problems, and an object thereof is to provide a damping force variable shock absorber control device capable of performing smooth control with less control discomfort. It is to be.

[0005]

A first feature of the structure of the invention for solving the above-mentioned problems is to provide a shock absorber which is installed between a vehicle body and wheels and whose damping force is variable,
A sprung vibration detecting means for detecting or estimating the vertical sprung vibration state of each wheel of the vehicle, and a sprung portion for detecting or estimating a sprung-unsprung relative vibration state which is a relative vibration of the sprung vibration to the unsprung vibration. Damping force based on unsprung relative vibration detection means, sprung speed guided by the sprung vibration detection means, and sprung-unsprung relative speed guided by the sprung-unsprung relative vibration detection means A signal setting means for setting an instruction signal for varying the shock absorber damping force, and a varying means for varying the damping force of the shock absorber based on the signal from the signal setting means, and controlling the damping force of the shock absorber. A damping force variable shock absorber control device for suppressing a vibration state of a vehicle, wherein when at least one of physical quantities representing surface behavior on a vehicle spring exceeds a corresponding set value, It is the damping force based on the instruction signal set comprising a damping force correction means for correcting to decrease by No. setting means.

In addition to the first feature, the second feature is that
The damping force correction means is at least one of the physical quantities representing the surface behavior on the vehicle spring other than that used in the determination for correction.
If one exceeds the corresponding set value, the determination for correction is not performed before the correction, and the correction is stopped during the correction.

[0007]

[Action]

[Operation of First Characteristic] According to the above means, a physical quantity representing the surface behavior on the vehicle spring (heave, pitch, roll, etc.)
When at least one of them exceeds the corresponding predetermined value, the damping force based on the instruction signal is corrected so as to decrease. By performing the correction control in this way, the damping force is made slightly lower when the physical amount representing the surface behavior on the vehicle spring is rather increased by the applied damping force.

"Operation of the second characteristic" In addition to the operation of the first characteristic, at least one of the physical quantities representing the surface behavior on the vehicle spring other than that used for the determination for correction exceeds a corresponding predetermined value. In that case, the judgment for correction is not made before the correction. If the correction is in progress, the correction is stopped. As described above, when the physical quantity representing the surface behavior on the vehicle spring other than the one used for the determination for the correction is increased by performing the correction control including whether or not the correction is performed, before and during the correction. The control for lowering the damping force is stopped.

[0009]

EXAMPLES The present invention will be described below based on specific examples. FIG. 1 is a configuration diagram showing a case where the damping force variable shock absorber control device according to the present invention is applied to a strut suspension. Between the vehicle body 1 and the unsprung member 3 connected to the wheel 7, there is provided a coil device 6 which acts to soften the impact from the road surface and prevent it from being transmitted directly to the vehicle body, and a cylinder device (mainly, a shock absorber for damping vibration). (Cylinder 5 and piston rod 31)
Are arranged.

FIG. 3 is a sectional view showing the cylinder device. The coil spring 6 is arranged between the upper support 33 provided in the lower portion of the vehicle body 1 and the spring receiving member 38 coupled to the cylinder 5. Further, the piston rod 31 includes an upper support 33 and a cushion damper 32.
It is supported by.

A piston 31a is connected to one end of the piston rod 31, and the piston 31a is slidably disposed inside the cylinder 5. Therefore, the cylinder 5 is divided into the upper chamber 35 and the lower chamber 34 by the piston 31a. The upper chamber 35 and the lower chamber 34 are communicated with each other through a communication port 37a provided on the piston 31a. As a result, the piston 31a moves into the cylinder 5
When sliding inside, hydraulic fluid is circulated through this communication port 37a.

Further, the pipe line 3 is provided inside the piston rod 31.
6 is formed, and this pipeline 36 has a communication port 37c.
To the lower chamber 34, and to the upper chamber 35 via a communication port 37b. As shown in FIG. 1, this pipe line 36 is a variable throttle valve 1 provided in an oil line 39.
It is connected to the accumulator 8 via 14.

FIG. 4 is a sectional view showing the accumulator 8. At the left end of the cylinder 40, a left cap 41,
A right cap 42 is screwed to the right end. A free piston 44 is slidably arranged inside the cylinder 40. Therefore, the interior of the cylinder 40 is partitioned by the free piston 44 into a hydraulic chamber 45a and a gas chamber 45b. The stopper 43 is fixed to the left end of the cylinder 40 by a left cap 41,
The free piston 44 is restricted from sliding in the hydraulic chamber 45a direction. The hydraulic oil from the cylinder 5 is introduced into the hydraulic chamber 45a via the pipe 36 and the oil passage 39, and the gas is enclosed in the gas chamber 45b.

The accumulator 8 stores the working oil discharged from the upper and lower chambers 34 and 35 of the cylinder 5 and supplies the working oil to the upper and lower chambers 34 and 35 of the cylinder 5. That is, when the piston 31 a slides inside the cylinder 5, the piston rod 3 that moves in and out of the cylinder 5
The volume in the cylinder 5 is changed by the volume of 1. When this capacity decreases, the surplus hydraulic oil is discharged to the accumulator 8, and conversely, when the capacity increases, the shortage hydraulic oil is discharged from the accumulator 8 into the upper and lower chambers 34, 35.
Is supplied to.

Further, the accumulator 8 is a gas type spring due to the compression elasticity of the gas sealed in the gas chamber 45b when the hydraulic oil flows into the hydraulic chamber 45a or the hydraulic oil flows out of the hydraulic chamber 45a. Also works. Therefore, it is possible to mitigate the hydraulic shock that accompanies the opening and closing of the variable throttle valve 114, and it is also possible to mitigate the shock when the wheel 7 rides on the protrusion. Further, as described above, in the oil passage 39 that connects the accumulator 8 and the upper and lower chambers 34, 35 of the cylinder 5, the variable throttle valve 114 that adjusts the opening area of the oil passage 39 to make the damping force variable. It is provided.

FIG. 5 is a sectional view showing the variable throttle valve 114. A bush 51 is press-fitted into the right end portion of the housing 50, and the stopper 5 is provided outside the bush 51.
It is screwed with a bolt 53 through 2. Inside the housing 50, a hollow shaft 54 pivotally supported by a bush 51 and a rotor 55 integrated with the shaft 54 are rotatably arranged. The shaft 54 and the rotor 55 are rotated by the rotating magnetic field generated by the coil 60.

Further, the wire 6 for supplying a current to the coil 60
A connector block 63 is attached to the housing 50 with screws 64 in order to take out 1 to the outside. The connector block 63 is provided with a terminal 62 that is connected to the wire 61, so that an electric current can be supplied from the outside. The inside 6 of the connector block 63
A sealant is injected into the outer side 5a and the outer side 65b.

A plate 56 is provided at the left end of the housing 50.
Is press-fitted and fixed with screws. A bush 57 is press-fitted into the plate 56, and one end of the shaft 54 is rotatably supported by the bush 57. Further, the plate 56 is formed with a port 59 a communicating with the upper and lower chambers 34, 35 of the cylinder 5 and a port 59 b communicating with the accumulator 8.

The port 59a is a triangular hole 5 formed in a part of the shaft 54 through the oil ports 66a and 66b.
8 and a circular hole 67. Meanwhile, port 5
9b includes the shaft 5 through the hollow portion of the shaft 54.
4 communicates with the triangular hole 58 and the circular hole 67 formed in the nozzle 4. That is, the ports 59a and 59b are communicated with each other through the triangular hole 58 and the circular hole 67. The space 69 is filled with hydraulic oil.

Here, the outer diameter of the shaft 54 at the portion where the triangular hole 58 is provided on the side surface is set so that the outer periphery of the shaft 54 contacts the outer member 68 and can rotate in a liquid-tight state. There is. On the other hand, the outer diameter of the shaft 54 in the portion where the circular hole 67 is provided on the side surface is set smaller than the outer diameter of the portion where the triangular hole 58 is provided in the side surface. Further, the oil port 66 communicating with the port 59a
a is connected to a part of the surface of the shaft 54 having a triangular hole 58 on the side surface, and the oil port 66b is connected to a surface part of the shaft 54 having a circular hole 67 on the side surface. Is configured.

Therefore, when a rotating magnetic field is generated by the coil 60 to rotate the rotor 55, the shaft 54 is also rotated together with the rotor 55. When the position of the triangular hole 58 is changed by the rotation of the shaft 54, the opening area of the hydraulic fluid passage can be adjusted. That is, for example,
When hydraulic oil flows from port 59a to port 59b,
First, the hydraulic oil flows to the oil ports 66a and 66b. The hydraulic oil flowing into the oil port 66b has a circular hole 6 on its side surface.
7 to the surface portion of the shaft 54 where it is provided. Further, the hydraulic oil is supplied to the hollow shaft 54 through the circular hole 67.
It flows inward and reaches the port 59b.

On the other hand, the oil flowing into the oil port 66a is
If part of the triangular hole 58 is in contact with the oil port 66a, it flows into the hollow shaft 54 from that portion and reaches the port 59b. However, if the triangular hole 58 is not in contact with the oil port 66a, the hydraulic oil does not flow through the triangular hole 58. In this way, the triangular holes 5
The valve opening degree of the variable throttle valve 114 is determined according to the area of the oil port 66a which opens to the oil port 66a. However, the circular hole 67
Is normally open, so even if the triangular hole 58 is fully closed, the hydraulic oil flows to the port 59b little by little.

Further, as shown in FIG. 1, the vehicle height sensor 4 is arranged between the vehicle body 1 and the unsprung member 3 to detect the relative displacement amount between the vehicle body 1 and the unsprung member 3. , To an electronic control unit (hereinafter referred to as ECU) 9. Acceleration sensor 2
Is arranged in the lower portion of the vehicle body 1, detects vertical acceleration acting on the vehicle, and outputs it to the ECU 9. The ECU 9 is a well-known one including a central processing unit (CPU), ROM, RAM, etc., and is a valve of the variable throttle valve 114 based on detection signals from the acceleration sensor 2, the vehicle height sensor 4 and other sensor groups. Adjust the opening.

Next, the operation of the ECU 9 in the strut type suspension system having the above structure will be described. FIG. 2 is a block diagram illustrating the operation of the ECU 9. A block 110 is a block that digitally integrates a detection signal of the acceleration sensor 2 (that is, vertical acceleration acting on the vehicle) DDX. The speed DX is calculated. The sprung speed DX indicates the vibration state of the vehicle body.

On the other hand, the block 111 digitally differentiates the detection signal of the vehicle height sensor 4 [that is, the relative displacement amount of the sprung member (vehicle body) with respect to the unsprung member (wheel)] Y. In this block 111, the sprung-unsprung relative speed DY, which is the relative speed of the sprung member with respect to the unsprung member, is calculated. The sprung-unsprung relative velocity DY indicates a displacement velocity with the extending direction of the coil spring 6 being positive. In addition, the acceleration sensor 2, the vehicle height sensor 4, the block 110, and the block 11 described above.
1 achieves a sprung vibration detection means. In this embodiment, DX = dx / dt, DY = dy / dt, DDX = d
It is expressed as ² x / dt ² .

Then, in the actuator signal instruction value calculation unit 112 which achieves the signal setting means, the calculated coordinates (based on the sprung mass velocity DX calculated in the block 110 and the sprung mass-unsprung relative speed DY calculated in the block 111) D
Y, DX) is set. This calculated coordinate (DY, DX)
According to the vehicle behavior (heave, pitch, roll), which is a physical quantity indicating the surface behavior on the vehicle spring, and the coordinate plane having the sprung speed DX and the sprung-unsprung relative speed DY as axes. In the second quadrant and the fourth quadrant (hereinafter referred to as DX-DY plane), an actuator signal instruction value Pmin for generating the minimum damping force is set. Similarly, the first
In the quadrant and the third quadrant, the actuator signal instruction value for giving the maximum or intermediate damping force is set according to the values of DX and DY. The detailed operation of the block 112 will be described later.

Subsequently, in block 113, block 1
The actuator signal instruction value P obtained by 12 is converted into the driving voltage V of the variable throttle valve 114, and this voltage V
The coil 60 of the variable throttle valve 114 (see FIG. 5)
The damping force is variably controlled by applying a current to the valve to change the valve opening of the variable throttle valve 114 and change the damping coefficient.

Next, the detailed operation will be described based on the flow chart of FIG. 6 showing the calculation process of the actuator signal instruction value calculation unit 112 of the ECU 9 described above in the first embodiment. In this embodiment, as an example, a case will be described in which the pitch rate (= pitch angular velocity) Dθpitch of the vehicle behavior is calculated. In step 600, Dθpitc
Linear combination of sprung speeds with h = 4 wheels [ai ・ DXi (i = 1,
2,3,4)] is calculated. Note that ai is a constant.

Next, in step 602, it is determined whether the product of the sprung mass velocity DX calculated in block 110 and the sprung mass-unsprung mass relative velocity DY calculated in block 111 is greater than zero. It That is, in step 602, it is determined whether the sprung speed DX and the sprung-unsprung relative speed DY are in phase (first quadrant or third quadrant) (second quadrant or fourth quadrant). In step 602, DX / DY>
Non-zero sprung speed DX and sprung-unsprung relative speed D
If the sign of Y does not match, the process proceeds to step 604. In step 604, the actuator signal instruction value P
Is the minimum actuator signal indication value Pmin.

In the above step 602, DX · DY> 0
And the sprung speed DX and the sprung-unsprung relative speed DY.
If the signs of and match, the process proceeds to step 606. In step 606, the sprung speed DX and the sprung mass-
A basic actuator signal instruction value P is calculated as a basic signal instruction value according to the value of the unsprung relative speed DY.

Next, a series of corrections are performed in the correction unit 608 indicated by the broken line. First, in step 610, FLAG =
It is determined whether the state is 0 (no correction). In addition, FLAG
When = 1, it means that there is correction. In step 610, the FLA
If G = 0 and correction is not in progress, the process proceeds to step 612. In step 612, it is determined that a sense of discomfort occurs if Dθpitch calculated in step 600 exceeds the threshold value Dθpo. In step 612, D
If θpitch> Dθpo, the process proceeds to step 614,
A flag indicating the correction state is set with FLAG = 1. Next, the process proceeds to step 616, and the time during which the correction is performed or the number of vibrations is updated by the counter n = n + 1. If FLAG = 1 in step 610 described above, the process skips to step 616 described above.

Next, in step 618, the correction actuator signal instruction value P = Pmid is set as the correction signal instruction value.
Is calculated. Here, as the correction, there are a method of reducing the maximum damping force and a method of slowing the rising speed of the damping force. Then, the process proceeds to step 620 and step 616.
It is determined whether or not it is within the correction period using the counter value in. If the counter value n = k and the correction period has ended, the process proceeds to step 622. Where n ≠ k
If so, the processing of the correction unit 608 ends as it is. In step 622, n = 0 and FLAG = 0 are cleared, the processing of the correction unit 608 is terminated, the non-correction state is entered, and the process returns to the uncomfortable state determination state from the next loop.

In step 612 described above, Dθpitch
If it is not> Dθpo, it is determined that no discomfort has occurred, and the subsequent processing in the correction unit 608 is skipped.
As described above, by detecting an excessive pitch rate, the uncomfortable feeling that occurs even though the damping force control is being performed is detected, and the pitch rate is reduced by performing the correction so as to reduce the damping force. Discomfort can be reduced.

Regarding the above control, a case where the vehicle behavior is similarly set to the pitch will be described with reference to the specific characteristic diagrams of FIGS. 8 and 9. As shown in FIG. 8, when the damping coefficient is set to be high and a large damping force is applied, the overall pitch rate is lowered. However, if a large damping force is applied in the vicinity of the maximum negative pitch rate, a large pitch acceleration will occur at the time when the pitch rate is reversed as shown in the area A. . At this time, as shown in FIG. 9, if a slightly smaller damping force is given as a slightly smaller value Cb (corrected) from a large damping force due to the large value Ca (without correction) of the damping coefficient C, the result is The pitch acceleration can be reduced. Then, as shown in FIG. 8, the overall pitch rate is slightly slowed down, but the pitch acceleration is lowered by the above correction, so that the apparatus of this embodiment can perform smooth control with less control discomfort.

Next, the detailed operation will be described with reference to the flowchart of FIG. 7, which is the second embodiment showing the calculation process of the actuator signal instruction value calculation unit 112 of the ECU 9. In the present embodiment, the vehicle behavior includes pitch rate Dθ pitch and heave rate (= vertical movement speed) DXhe.
The case of calculating and controlling ave will be described. In step 700, Dθpitch is calculated as a linear sum of the sprung speeds of the four wheels [ai · DXi (i = 1,2,3,4)]. Also, D
Xheave is the linear sum of the sprung speeds of the four wheels [bi ・ DXi (i
= 1,2,3,4)]. Note that ai and bi are constants.

Next, in step 702, it is determined whether the product of the sprung mass velocity DX calculated in block 110 and the sprung mass-unsprung mass relative velocity DY calculated in block 111 is greater than zero. It That is, in step 702, it is determined whether or not the sprung speed DX and the sprung-unsprung relative speed DY are in phase (first quadrant or third quadrant) (second quadrant or fourth quadrant). In step 702, DX / DY>
Non-zero sprung speed DX and sprung-unsprung relative speed D
If the sign of Y does not match, the process proceeds to step 704. In step 704, the actuator signal instruction value P
Is the minimum actuator signal indication value Pmin.

In step 702 described above, DX · DY> 0
And the sprung speed DX and the sprung-unsprung relative speed DY.
If the signs of and match, the process proceeds to step 706. In step 706, the sprung speed DX and the sprung mass-
A basic actuator signal instruction value P is calculated as a basic signal instruction value according to the value of the unsprung relative speed DY.

Next, a series of corrections are performed in the correction unit 708 indicated by the broken line. Unlike the first embodiment, step 710
Then, it is determined whether the value of DXheave calculated in step 700 is less than the threshold value DXho. If DXheave <DXho in step 710, it can be determined that the vibration damping is sufficient, and therefore the processing in step 712 and thereafter is executed. In step 712, FLAG = 0 (no correction)
It is determined whether or not the state. In addition, when FLAG = 1, it means that there is correction. In step 712, FLAG = 0,
If the correction is not in progress, the process proceeds to step 714. In step 714, Dθ calculated in step 700 described above.
If the pitch exceeds the threshold value Dθpo, it is determined that an uncomfortable feeling occurs. Then, in step 716, FLAG
A flag indicating the correction state is set as = 1. Next, the process proceeds to step 718, and the time during which the correction is performed, the number of vibrations, and the like are updated by the counter n = n + 1. still,
If FLAG = 1 in step 712 above, then step 718 is skipped.

Next, in step 720, the correction actuator signal instruction value P = Pmid as the correction signal instruction value.
Is calculated. Here, as the correction, there are a method of reducing the maximum damping force and a method of slowing the rising speed of the damping force. Next, the process proceeds to step 722 and step 718.
It is determined whether or not it is within the correction period using the counter value in. If the counter value n = k and the correction period has ended, the process proceeds to step 724. Where n ≠ k
If so, the processing of the correction unit 708 ends as it is. In step 724, n = 0 and FLAG = 0 are cleared, the processing of the correction unit 708 is terminated, the non-correction state is entered, and the next loop returns to the uncomfortable state determination state. If DXheave <DXho is not true in step 710,
Since it can be determined that the vibration damping is insufficient, the process skips to step 724 described above, clears n = 0 and FLAG = 0, and ends the processing of the correction unit 708. Also, the above step 71
If Dθpitch> Dθpo in step 4, it is determined that no discomfort occurs and the subsequent processing in the correction unit 708 is skipped.

As described above, as in the first embodiment, the sense of discomfort that occurs despite the damping force control by detecting an excessive pitch rate is detected,
By correcting so as to reduce the damping force, it is possible to reduce the pitch rate and reduce the control discomfort. Furthermore,
In the first embodiment, in order to prevent the damping force and the firm feeling from decreasing due to the damping force being excessively reduced, an upper limit value is set for the heave behavior as an index of the damping feeling or the firm feeling. As a result, if the heave behavior exceeds the upper limit value during correction, it is possible to restore the damping force to a high value because vibration damping is insufficient, and to give a firm sense of vibration damping.

[0041]

As described above, the damping force variable shock absorber control device according to the present invention suppresses the vehicle behavior by increasing the damping force, and the damping force thus imparted rather increases the vehicle behavior. If this is the case, correct the damping force to a slightly lower level. As a result, the vehicle behavior is stable and it is possible to prevent the occurrence of control discomfort. Further, when the vehicle behavior other than the vehicle behavior is increased during the damping force compensation control for the vehicle behavior, the damping force compensation is stopped.
In this structure, various vehicle behaviors are totally stabilized, and the occurrence of control discomfort can be reliably prevented.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a case where a damping force variable shock absorber control device according to a specific embodiment of the present invention is applied to a strut suspension.

FIG. 2 is a block diagram illustrating an operation of an ECU used in the apparatus of the embodiment.

FIG. 3 is a cross-sectional view showing a cylinder device used in the device of the embodiment.

FIG. 4 is a sectional view showing an accumulator used in the apparatus of the embodiment.

FIG. 5 is a sectional view showing a variable throttle valve used in the apparatus of the embodiment.

FIG. 6 is a flowchart of a first embodiment showing a calculation process of an actuator signal instruction value calculation unit of the ECU.

FIG. 7 is a flowchart of a second embodiment showing a calculation process of an actuator signal instruction value calculation unit of the ECU.

FIG. 8 is a time chart showing the relationship between the pitch rate and the pitch acceleration when the damping coefficient is changed.

FIG. 9 is a time chart showing the relationship between the change of the damping coefficient and the pitch acceleration depending on the presence or absence of correction.

[Explanation of symbols]

 1 ... Vehicle body 2 ... Acceleration sensor 4 ... Vehicle height sensor 5 ... Cylinder 7 ... Wheel 8 ... Accumulator 9 ... ECU 31 ... Piston rod 114 ... Variable throttle valve

Claims (2)

[Claims] 1. A shock absorber, which is installed between a vehicle body and a wheel and whose damping force is variable, a sprung vibration detection means for detecting or estimating a sprung vibration state of each wheel in the vertical direction, and a sprung vibration. Sprung-unsprung relative vibration detecting means for detecting or estimating an unsprung-unsprung relative vibration state which is relative vibration to unsprung vibration, sprung speed guided by the sprung vibration detecting means, and the spring Signal setting means for setting an instruction signal for varying the damping force based on the sprung-unsprung relative velocity guided by the sprung-unsprung relative vibration detecting means; and the shock based on the signal from the signal setting means. A damping force variable shock absorber control device for controlling a damping force of the shock absorber to suppress a vibration state of a vehicle, comprising: A damping force correction unit is provided to correct the damping force based on the instruction signal set by the signal setting unit when at least one of the physical quantities representing the surface behavior on the net exceeds a corresponding set value. A variable damping force shock absorber control device characterized by the above. 2. The damping force correcting means, if at least one of the physical quantities representing the surface behavior on the vehicle spring other than the one used for the determination for the correction exceeds a corresponding set value, the correction before the correction is performed. 2. The damping force variable shock absorber control device according to claim 1, wherein the correction is stopped during the correction without making a determination for that.