JPS58112818A - Controller for shock absorbers - Google Patents

Abstract

PURPOSE:To prevent the sharp descent of the front of a vehicle being braked, by using the signals of a vehicle speed sensor and a stop switch to calculate the deceleration of the vehicle and judge whether the stop switch is opened or closed and by heightening the damping power of shock absorbers when the deceleration is higher than a reference value or the stop switch is closed. CONSTITUTION:The signals of a vehicle speed sensor 2 and a stop switch 3 are applied to a microcomputer 1 through input buffers 8, 9. The microcomputer 1 calculates the deceleration of a vehicle from its detected speed and compares the speed and deceleration with reference values, in accordance with a prescribed program. At the same time, the microcomputer 1 judges whether the stop switch 3 is open or closed. When the speed or the deceleration is higher than the reference value or the stop switch 3 is closed, a control signal is applied to driving circuits 4a-7a after the lapse of a prescribed time so that the damping power of shock absorbers 4b-7b is heightened. The damping power is thus adjusted depending on the deceleration to prevent the front of the vehicle from sharply descending at the time of its braking.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a shock absorber control device, and more particularly to a shock absorber control device that prevents sudden ease dive during braking while the vehicle is running. Conventionally, various safety measures have been taken regarding nose dive during braking from the viewpoint of safety management in automatic operation. For example, there is a method of preventing a sudden nose dive by setting the reduction capacity of the shock absorber in advance.

However, this neglects the riding comfort and causes discomfort to the occupants. In order to solve this conflicting problem between nose dive and ride comfort, a system was devised that uses a shock absorber with variable damping force and adjusts the damping force manually or automatically. It is troublesome to make adjustments one by one, and an adjustment error can have the opposite effect.In an automatic system, automatic drive control (uses the vehicle speed signal of the vehicle speed sensor used, The system increases the damping force of the shock absorber when the level exceeds the level, and immediately reduces the damping force of the shock absorber when the level falls below the level, but the vehicle speed sensor has difficulty detecting the speed at low speeds. Therefore, it is difficult to adapt to the pitching of a real vehicle, and it is difficult to prevent sudden nose dive at low speeds, and the conditions under which this function can be demonstrated are limited. Ta.

The present invention prevents sudden nose dive during braking in all vehicle speed ranges by predicting or estimating the slope of the vehicle from the state of the vehicle speed and deceleration, as well as the state of the stop switch that detects the state of depression of the brake. This realizes even greater vehicle stability, safety, and driving comfort. The gist of the present invention is to provide vehicle braking state detection means comprising a vehicle speed sensor and a stop switch, and to calculate the deceleration of the vehicle and determine whether the stop switch is open or closed based on a detection signal from the braking state detection means. and a shock absorber that is controlled based on the control signal from the calculation control means, and the calculated deceleration of the vehicle is determined in advance! ! The shock absorber control device is characterized in that the damping force of the shock absorber is increased by the output signal of the arithmetic control means when a standard value is exceeded or when a stop switch is closed.

Next, the present invention will be explained with reference to the drawings.

FIG. 1 shows an embodiment of the shock absorber control device of the present invention. Here, reference numeral 1 denotes a control device including a microcomputer, and a vehicle speed sensor 2 and a stop switch 3 are connected to buffers 8 and 9 on the input side, respectively.
2, and on the output side there are driving parts 4b, 5 such as solenoids or motors for adjusting the damping force of the shock absorbers arranged between each axle and the chassis.
b, 6b.

7b are connected via drive circuits 4a N 5a 16a and 7a, respectively.

Here, the vehicle speed sensor is composed of, for example, a fixed reed switch on the vehicle body side and magnets arranged at equal angular intervals on the axle, and the reed switch repeatedly opens and closes due to the magnet rotating with the axle, generating a pulse signal proportional to the rotation speed of the axle. Other similar examples include those that generate pulse signals in a coil combined with a four-part magnet, or those that convert light pulses into electrical pulse signals by arranging light-reflecting markers on the skewer shaft at equal angular intervals. .

With this configuration, the control unit 1 receives a signal from the vehicle speed sensor 2 or the stop switch 3 via the input buffer 8.9, performs calculation or judgment based on the signal, and uses the result to drive the drive circuits 4a, 5a.

Drive unit 4b 15b, 6b via 6a, 7a
, 7b is activated to adjust the damping force of the shock absorber to prevent sudden nose dive or pitching.

FIG. 2 is a flowchart for explaining the processing operation of the present shock absorber control device.

Here, 101 is control! ! ! 1 represents the step of initializing the contents of the random access memory in which various registers, flags, and various variables of the microcomputer 1 are set.

102 represents a step of calculating the vehicle speed, in which the number of clocks measured by executing a vehicle speed interrupt routine (not shown), for example, between the i1th vehicle speed pulse and the i+4@th vehicle speed pulse from the vehicle speed sensor. Using the counted number of clocks as a parameter, a vehicle speed difference proportional to the magnitude of the vehicle speed is calculated.

Reference numeral 103 represents a step of calculating deceleration, and from the change over time of the vehicle speed data (■) obtained in the deceleration calculation step 102, for example, the vehicle speed VL calculated at the +-++4th vehicle speed pulse and the ++1st to 1+51st vehicle speed pulses are calculated. Deceleration data 9 proportional to the magnitude of deceleration is calculated from the difference between the vehicle speed and the deviation calculated using the vehicle speed pulses and the ratio of the time difference between the i1th vehicle speed pulse and the 1+11th vehicle speed pulse.

104 represents a step of determining the value of the vehicle speed ■, in which it is determined whether the vehicle speed ■ obtained in step 102 exceeds a predetermined reference value ■, and if rYEsJ (affirmative), the process proceeds to step 105; rNOJ ( If negative), step 1
The process moves to step 06.

105 represents a step of determining the value of deceleration -9;
The deceleration obtained in step 103 [-V is the predetermined standard [
It is determined whether or not the value exceeds /6, and if rYEsJ, the process proceeds to step 112, and if "NO", the process proceeds to step 107.

106 represents the step of determining whether the brake stop switch is open or not; if rYEsJ is completely closed, go to step 112; if rNOJ is completely open, go to step 1
The process moves to step 07.

107 represents a step of setting a flag for determining whether the damping force of the shock absorber is high, for example, and determining the damping force state based on the value of the flag;
In the case of EsJ, the process proceeds to step 108, and in the case of rNOJ, the process proceeds to step 111.

108 represents a step of determining whether or not the counter for measuring the high damping force holding time TE of the shock absorber is in the process of measuring time; if "YES", the process advances to step 110;
In the case of J, the process moves to step 109.

109 represents a step in which a counter that measures the high damping force holding time TE of the shock absorber starts counting.

110 represents the step of determining the elapse of the reduced capital holding time TE; for example, a flag is set to determine whether the counter is measuring time or not, and determination is made based on the value of the flag, rYEs
In the case of J, the process proceeds to step 111, and in the case of rN'OJ, the process proceeds to step 115.

111 represents a step in which the shock absorber is changed to a low damping force state or maintained in a reduced force state by the shock absorber drive circuit.

112 is the same as step 108, 'High reduced capital holding time T
It is determined whether or not time E is being counted. If "YES", the process proceeds to step 113; if "NO", the process proceeds to step 114.

113 represents a step of stopping the high damping force holding time TE by the counter.

Reference numeral 114 represents a step of setting the value of TE in a counter in preparation for timing the high-reduction capital holding time TE.

115 represents a step in which the shock absorber drive circuit changes the shock absorber to a high damping force or maintains it at a high damping force.

Next, the processing operation will be explained with reference to the flowchart configured as described above.

First, the device of the embodiment is started by turning on the shock absorber control device.

In this case, in consideration of the effort required to turn on the switch, the switch of this device may be linked with the ignition key to start the device at the same time as the engine starts.

First, in step 101, the microcomputer in the control II device 1 is initialized.

On the other hand, when the vehicle starts running, the vehicle speed sensor 2 starts transmitting a pulse signal proportional to the rotation speed of the axle in conjunction with the rotation of the axle.

In step 102, the vehicle speed V is calculated by converting the time required to receive the pulse signal from the vehicle speed sensor 2 a certain number of times and the number of pulses into a travel distance.

In step 103, the received vehicle speed pulse is subjected to the above-mentioned calculation to calculate deceleration minus protection.

Here, in a state where the vehicle is about to start, the vehicle speed V and the deceleration rate have not reached their respective reference values, and the stop switch is also released, the process is performed in steps 102, 103, 10/10 of the flowchart. 1, '106.107 and 1
11 and then returns to step 102 again.

Here, in step 107, since the shock absorber is in a low damping force state, the process moves directly to step 111, and the low damping force state continues to be maintained.

Next, in a state in which the vehicle speed ■ has reached more than ﾾｾﾆﾞﾞ, but the deceleration has not reached −9, the process is performed in step 102.
Take the route 103, 104, 105, 107 and 111 back to step 102 again. In this case as well, the shock absorber is maintained at a reduced capacity as in the above state. If the vehicle continues to travel at a substantially constant speed, the processing path will not change and the shock absorber will continue to maintain its low damping force state. Furthermore, even if braking is applied in this state, the degree of braking is low and the shock absorber continues in a low damping force state unless deceleration *-V exceeds the reference value &. This is because it is estimated that no sudden nose dive occurs under these vehicle running conditions.

Next, the vehicle speed V is greater than or equal to the reference value false, and the deceleration -zo is the reference value m1.
In a state where braking that exceeds Vst is caused by brakes, engine braking, etc., the process is performed in step 102.1o3.1o4.105.112.
．． The process continues along a route that returns to step 102 via steps 114 and 115. Here, in step 112, the counter still indicates the holding time T of the high damping force of the shock absorber.
Since the elapsed time of E has not yet started, the process immediately moves to step 114, sets the value of TE in the counter, and then proceeds to step 11.
Moving on to step 5, the shock absorber converts to Takagi's financial status for the first time. And vehicle speed ■ and deceleration *
-While V is above the standard wi hit and guard 6, control'@
The processing of the device follows a similar path.

Next, in a state where the deceleration -U becomes less than the reference value 8 due to suspension of braking by the brake or engine brake, etc., before the vehicle speed V has decreased to the reference value taVl, the process is performed in step 102. .103.
104.105.107.108.109.110 and 115 and then returns to step 102. At this time, the counter starts counting time for the first time in step 109. In other words, at the time when the deceleration -9 changes from the state in which the deceleration is equal to or greater than the reference value false to the state in which it is less than 98 in the determination in step 105, the measurement of the shock absorber's exhilaration reduction state retention time TE is started from that point. It is. Once the above path has been followed, the process proceeds to steps 102.103.104.105.107
．． 108, 110 and 115, and then returns to step 102. At this point, the counter has already started counting TE, so the process moves from step 108 to 110, and from then on it is repeated as a loop, and the shock absorber is not activated unless fllTE elapses when high damping force is maintained as determined in step 110. There is no need to reduce your financial resources.

During the repeated processing of this loop, even if the vehicle speed V becomes less than the reference value, the processing continues at steps 102, 103, and 104.
．． 106, 107, 108, 110 and 115, and returns to step 102, and as long as the counter continues to measure time, the shock absorber is maintained at a high damping force.

Next, when the holding time TE has elapsed, the process proceeds to step 1.
02.103.104.105.107.108.11
0 and 111 back to step 102, or step 102.103.104.106.10
Step 102 via 7.108.110 and 111
Change the route back. Here, step 11
By determining that TE has elapsed based on the value of the flag at 0, the shock absorber changes from high damping force to low damping force for the first time after TEI1 has passed since the time when deceleration-protection transitions to less than V1.

The above will be explained with reference to FIG.

The upper graph in FIG. 3 represents changes in deceleration, with the vertical axis representing deceleration mv and the horizontal axis representing time. Third
The graph at the bottom of the figure represents the time in which the shock absorber is in a high damping force state over time in a band shape.

Here, time T1 is the time when the deceleration speed first changes from less than the standard 11 to 96 or more in step 105. From this point on, the shock absorber enters the damping force state H1.

Time T2 is the time when the deceleration -9 changes from the reference value -7v3 or more to less than 96. From this point on, the counter starts measuring the high damping force holding time TE of the shock absorber, so the shock absorber does not immediately enter the low damping force state but continues to maintain the high damping force state H2. Then, at a time point T2+TE, when TE has elapsed from T2, the damping force returns to the low damping force state.

However, if the vehicle speed ■ exceeds the standard wIVN and the deceleration - protection reaches the standard low value 6 or more again before TE elapses, the second
The processing of the control device in the figure is at steps 102, 103, and 104.
．． 105.112.113.114 and 115, and returns to step 102. Here, in step 113, the time measurement of the counter that has already started is stopped, and in step 114, the counter is started again.
is set, and the high damping force state of the shock absorber is extended. And then the deceleration -
If v is less than the reference value v8, the process goes to step 102.103.104.105.107.108.1
09. The route returns to step 102 via 110 and 115. At this point, the counter starts counting again in step 109, and from this point on, the TE light passes.

The process is step 102.103.10/1.105
．． 107, 108, 110 and 111, and returns to step 102. Here, the shock absorber can return to the low damping force state by going through the process of step 111.

To explain this in FIG. 3, time T3 is the deceleration -
9 is the time point when the state is changed from less than the reference value V3 to more than or equal to the reference value V8. From this point on, the shock absorber enters the high damping force state H3. Time T4 is the time when the deceleration -9 changes from reference *V, or more to less than V. From this point on, the counter starts counting time in the same manner as described above, and the reduced capacity state H4 continues.

However, at time T5 before TEIl, the deceleration is -9.
transitions from less than the standard Ivs to 96 or more °
If this occurs, the TE timing will be stopped at that point, and the shock absorber will remain at Takagi Shiryoku 111H5 or H6 even if the time point T4+TE (not shown) is reached. Then, at the time T6 when the deceleration balance changes from the reference value V or more to less than 93, the high damping force state H is again reached.
The measurement of the holding time TE of 6 is started. and time T6
When +TE is reached, the shock absorber returns to its low damping force.

As a result, the high damping force state of the shock absorber continues to be maintained from time T3 to time T6+TE. If the deceleration -9 becomes equal to or higher than the reference value V3 again before time T6+TE elapses, the high damping force state of the shock absorber will be further extended, and if the same situation repeats, the high damping force state will be maintained for a long time. will continue to do so.

The vehicle speed
is less than the reference value, the measurement of the high damping force holding time TE of the shock absorber is also started by the determination of opening/closing of the stop switch in step 106, and in FIG. The opening times, T2, T4, and T6 correspond to the stop switch opening times, and have exactly the same processing and effect.

Moreover, not only when the deceleration condition or the stop switch condition acts alone, but also when they are combined, the same processing and effect is achieved.

As a result, by providing this high damping force retention time TE, in addition to being able to prevent sudden nose dive, which is the purpose of the present invention, it is also possible to prevent sudden nose dive, which is the purpose of the present invention, and also to prevent the sudden nose dive, which is the purpose of the present invention. It is possible to prevent pitching that suddenly occurs when the damping force changes from high damping force to low damping force.

Although the holding time T E t,to can prevent a sudden nose dive, an appropriate time can be set to further prevent the above-mentioned pitching.

Generally, several seconds is appropriate.

Furthermore, as another effect, the reduction force of the shock absorber is adjusted according to the calculated deceleration in the region where the vehicle speed is high, and the damping force is adjusted depending on the open/closed state of the stop switch in the region where the vehicle speed is slow. This compensates for the drawback of the vehicle speed sensor that it is difficult to detect a signal from the time the vehicle stops to the stop state, and completely prevents nose dive and pitching as described above until the vehicle comes to a stop.

The standard multi-station ratio for the vehicle speed V changes depending on the performance of the vehicle speed sensor, but generally a value of 1 in 10 per hour or less is adopted when converted to the actual vehicle speed.

Further, in consideration of safety, the standard value of deceleration -9 is preferably about 0.2G when converted to actual deceleration.

As a more basic embodiment of the present invention, the retention time TE@
When setting to -O, processing according to the flowchart shown in FIG. 4 may be used.

In this flowchart, if either step 205 of comparing and determining the deceleration -V with reference Iv or step 206 of determining the closed state of the stop switch is processed, step 208 is processed next. As a result, the shock absorber is in a low damping force state.

On the other hand, if either step 205 or 206 is processed in an affirmative state, then step 207 is processed, thereby increasing the shock absorber's exhilaration force. However, in this embodiment, when the next step in the negative state of step 205 or 206 is processed, the step 205 or step 206 is immediately executed after the holding time has elapsed.
By processing B, the state returns to a low damping force state.

FIG. 5 shows a sectional view of an embodiment of a shock absorber applicable to the present invention.

Here, the shock absorber consists of an upper movable part 50 and a lower movable part 51. The upper movable part 50 is fixed to the upper mount 52 at its upper end by welding or the like, while the lower movable part 51 is fixed to the lower mount 53 at its lower end. It is also fixed. The upper movable part 50 and the lower movable part 51 reciprocate in opposite vertical directions in response to changes in the load applied between the upper mount part 52 and the lower mount part 53 due to vibrations generated by the vehicle, thereby absorbing shock. perform an action.

The upper movable part 50 includes a dust cover 54 and an upper lid 56 that covers the upper opening of the dust cover 54 and is fixed to the upper mount 52.
A piston head 58 is fixed to the four faces by welding or the like. What about the recess 59 provided at the upper end of the piston rod 58? A 1liE111 control valve drive unit 60 is disposed, and a connecting rod 62 is slidably inserted into the central vertical hole 61 of the piston rod 58.
A piston portion 63 is attached to the lower end of. The flow control valve drive unit 60 is the first! ! l drive units 4b, 5b,
6b.

7b, the outer peripheral stepped portion 64 of the connecting rod 62 and the screw 65
A ring-shaped core 66 fixed to the connecting rod 62 by
and a non-magnetic and insulating ring-shaped coil guide 67 that is fixed to the inner peripheral surface of the recess 59 of the piston rod 58 by welding or the like and that allows the ring-shaped core 66 to slide in the vertical direction. =l is buried in the file guide 67, and
The drive circuits 4a and 5a shown in FIG. 1 are attached to the dust cover 54 with a hermetic seal.
, 6a1 or 7a.
, a spring 69 interposed between the lower surface of the core 66 and the bottom surface of the recess 59 of the piston head 58, and a non-magnetic stopper 70 for restricting the downward movement of the core 66.

Further, a valve body 72 that is slidable on the inner circumferential surface of the piston 71 is integrally formed at the lower part of the connecting rod 62.

Further, an oil boat 73 is provided at the longitudinal center of the connecting rod 62.
The oil boat 73 communicates with the third oil chamber 74 formed by the upper part 156, the coil guide 67, the core 66, etc., and the first oil chamber 75 of the lower movable part 51.

Also, the communication hole 76 connects the oil boat 73 and the fourth oil chamber 77.
are communicating.

Further, the piston portion 63 slides in the cylinder 55 of the lower movable portion 51 in the vertical direction. The piston 71 has a lower movable part 5
An oil passage hole 87 that communicates between the first oil chamber 75 and the valve chamber 7B, and an oil passage hole 8o that communicates between the second oil chamber 79 and the valve chamber 78 are bored. Further, a spring 81 is inserted into the valve chamber 78, and the spring 81 presses the valve body 72 downward when the flow rate control valve drive unit 60 is not energized, that is, in the normal state, and connects the oil passage hole 87 and the valve chamber. 78 in communication. In addition, the valve body 72 has a valve chamber 7.
8 and the first oil chamber 75 are provided.

On the other hand, the lower movable part 51 includes a cylinder 55 whose upper part is inserted into the dust cover 54, a lower part 157 that covers the lower end opening of the cylinder 55, and is fixed to the lower mount 53, and a piston rod guide in the center. has a hole 83, and
Rod guide 8 fixed to the inner peripheral surface of the upper end of the cylinder 55
4, and a free piston 85 inserted into the lower inner peripheral surface of the cylinder 55.

A first oil chamber 75 is formed by the inner peripheral surface of the cylinder 55, the lower surface of the piston portion 63, and the upper surface of the free piston 85, and the first oil chamber 75 is formed by the inner peripheral surface of the cylinder 55, the upper surface of the piston portion 63, and the upper surface of the piston rod 58. Outer surface and front guide 84
A second oil chamber 79 is formed with the lower surface of the lower lid 57.
A high pressure gas chamber 86 is formed by the inner peripheral surface of the cylinder 55 and the lower surface of the free piston 85.

The operation of the shock absorber constructed as described above will be explained below.

In normal running conditions, the spring 81 in the valve chamber 78
continues to press the valve body 72 of the connecting rod 62 downward, and the piston portion 63 is maintained in the state shown in the figure, so that the valve chamber 78
and the first oil chamber 75 are maintained in communication via the oil passage hole 87.

Therefore, the first oil chamber 75 and seven second oil chambers are maintained in communication via the oil passage hole 87, the valve chamber 78, and the oil passage hole 80.

Therefore, when a compression force is applied to the shock absorber due to pitching of the vehicle, the first oil chamber 75 receives a pressing force from the piston part 63, and the oil in the first oil chamber 75 flows through the oil passage hole 87, the valve chamber 78, and the oil. If a tensile force is applied to the shock absorber, the second oil chamber 79 receives a pressing force from the piston part 63, and the second oil chamber 79 flows into the second oil chamber 79 through the conduction hole 80. 79 oil is passed through the oil passage hole 80. The oil flows into the first oil chamber 75 through the valve chamber 78 and the oil passage hole 87.

Therefore, the shock absorber is in a reduced capacity state.

On the other hand, when the slope of the vehicle exceeds a predetermined level, current is supplied to the coil 68 of the flow control valve drive unit 60, a magnetic force is generated, the core 66 receives this magnetism, and the core 66 and the connecting rod 62 moves upward, and the valve body 72 connects to the oil passage hole 87.
begins to block the For this reason, the flow path between the oil conduction hole 287 and the valve chamber 78 is blocked, so that only the passage 82, which has a small area compared to the conduction hole, communicates between the first oil chamber 75 and the seven second oil chambers. As a result, the flow of oil decreases, and the pressure in the first oil chamber 75 decreases rapidly. This state is maintained until the current supply to the coil 68 is cut off, and during this time the pressure in the first oil chamber 75 is maintained at a high level value. In other words, the damping force of the shock absorber is higher than that under normal driving conditions as described above.

Thereafter, when the current supply to the coil 68 is stopped, the core 66 and the connecting rod 62 move downward relative to the piston rod 58 due to the disappearance of the magnetic force, and return to the original state as shown in FIG. Therefore, the stain absorber returns to the low damping force state.

In addition to the above configuration, by dividing the oil passage hole 87 into two or more parts and adjusting the vertical sliding amount of the valve body 72, the rest position of the valve body 72 can be adjusted to a number corresponding to the number of oil passage holes. By setting the damping force in stages, the damping force of the stain absorber can be divided into several stages and selected. Further, the stop switch may also be provided with stages, and the rest position of the valve body 72 may be set in accordance with the stages when the vehicle speed is low.

Furthermore, although it is effective to control only the front and rear wheels of the four shock absorbers, it is more effective to control the four shock absorbers at the same time.

As explained above, according to the shock absorber control device according to the present invention, an effective control state detection means can be selected depending on the vehicle speed, and the damping force of the shock absorber can be selected depending on the deceleration of the vehicle. ,
By applying a high damping force according to the vehicle speed and braking conditions, it prevents the vehicle's sudden nose dive at all heavy speeds, maintains the driver's field of vision necessary for safe driving, and at night, the headlights are turned off. This makes it possible to maintain the optical axis direction and contribute to the safety of the occupants.

[Brief explanation of the drawing]

Fig. 1 shows the configuration of an embodiment of the shock absorber control device according to the present invention, Fig. 2 is a flowchart explaining its processing operation, Fig. 3 is a graph showing the shock absorber operation timing according to the book@stomach, and Fig. 4 The figure is a flowchart explaining other processing operations of the present device, and FIG. 5 is a longitudinal cross-sectional view of one embodiment of a shock absorber combined with the present device. 1... Control circuit 2... Vehicle speed sensor 3... Stop switch 4a15a16a17a1... Drive circuit 4b 15b
, 6b 17b ,... Drive unit 72... Patent attorney Tsutomu Adachi

Claims (1)

[Scope of Claims] 1. Vehicle braking state detection means consisting of a vehicle speed sensor and a stop switch, and a control signal for calculating vehicle deceleration and determining whether to open or close the stop switch based on the detection signal from the braking state detection means. arithmetic control means for outputting;
a shock absorber that is controlled based on a control signal from the calculation control means, and when the calculated deceleration of the vehicle exceeds a predetermined reference value or when the stop switch is closed, the calculation is performed. A shock absorber control device characterized in that the shock absorber control device is configured to increase the reducing power of the shock absorber by an output signal of a control means. 2. The shock absorber control device according to claim 1, wherein the vehicle speed sensor generates a signal with a frequency proportional to the vehicle speed. 3. The arithmetic control means not only decelerates the vehicle but also calculates the speed, so that the vehicle speed reaches the predetermined vehicle speed L! In conditions above the standard value, the vehicle deceleration is the deceleration! 1 standard value or more, the damping force of the shock absorber is increased when the stop switch is closed when the vehicle speed is less than the heavy speed standard value. shock) 7 absorber control device. 4 There is a point in time when the deceleration of the vehicle transitions from a state where the deceleration is greater than or equal to the deceleration reference value to a state where it is less than the reference value (1 is the time when the stop switch transitions from the open state to the released state) A shock absorber control device according to any one of claims 1 to 3, which maintains a shock absorber in a high damping force state for a certain period of time.