JPH05270393A - Two-system brake device - Google Patents

Abstract

PURPOSE:To provide a two-system brake device which is provided with a brake pedal in addition to a brake lever attached to a steering wheel and capable of generating a brake force through operation of a brake even when a trouble occurs in an electric system to control the brake lever. CONSTITUTION:A two-system brake device comprises a first master cylinder 45 to generate a brake pressure according to the step-on amount of a brake pedal, a second master cylinder 48 to generate a brake pressure according to a fed oil pressure, an oil passage switching control valve 72 to select one of brake pressure generated by the first and second master cylinders and to feed it so a wheel cylinder, an electromagnetic proportional pressure type control valve 35 to control an oil pressure fed to the second master cylinder, and an automatic running controller 18 to control an oil pressure outputted from the electromagnetic proportional pressure type control valve according to an operation amount of a brake switch or an electric control demand amount.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a two-system brake device which can be braked by a brake lever in addition to a brake pedal.

[0002]

2. Description of the Related Art There is known a vehicle control system which has neither an accelerator pedal nor a brake pedal, and instead is provided with an accelerator button and a brake lever on a steering wheel to perform acceleration / deceleration.

[0003]

In such a vehicle control system, if the electric system for controlling the brake lever is abnormal, there is a problem that the running of the vehicle is hindered.

The present invention has been made in view of the above points, and an object thereof is to provide a brake pedal in addition to a brake lever provided on a steering wheel and to cause a failure in an electric system for controlling the brake lever. However, braking force can be generated by operating the brake pedal 2
To provide a system brake device.

[0005]

[Means for Solving the Problems] 2 according to claim 1
The system brake device includes a first master cylinder that generates a brake pressure that corresponds to a depression amount of a brake pedal, a second master cylinder that generates a brake pressure that corresponds to a supplied hydraulic pressure, and the first master cylinder. Or second
Switching valve means for selecting one of the brake pressures generated in the master cylinder and sending it to the wheel cylinders, a hydraulic control valve for controlling the hydraulic pressure supplied to the second master cylinder, an operation amount of a brake switch or an electric switch. Control means for controlling the hydraulic pressure output from the hydraulic control valve according to the dynamic control request amount.

[0006]

The means for switching between the two brake pressures is generated by generating the brake pressure generated in the first master cylinder according to the depression amount of the brake pedal and the brake pressure corresponding to the hydraulic pressure supplied by the second master cylinder. To switch to the wheel cylinder. Here, the hydraulic pressure supplied to the second master cylinder is controlled by the hydraulic control valve.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A two-system braking device according to a first embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a system configuration diagram of a pedalless system equipped with a two-system braking device according to the present invention, and FIG. 2 is a diagram showing brake piping of a two-system braking device according to a first embodiment of the present invention.

In FIG. 1, reference numerals 11a and 11b denote distance measuring cameras provided on both sides of a front portion of the vehicle, for example, CCD cameras. These distance measuring cameras 11a and 1
The video signal in front of the vehicle captured in 1b is output to the preceding vehicle recognition device 12. The preceding vehicle recognition device 12 recognizes the image of the preceding vehicle captured by the distance measurement cameras 11a and 11b, and calculates the speed Vf of the preceding vehicle and the inter-vehicle distance Da between the preceding vehicle and the self-propelled person.

Further, the preceding vehicle recognition device 12 is a display device 1 in which the above-mentioned video signal is provided in the instrument panel.
3 is output. Images on the front of the vehicle captured by the distance measuring cameras 11a and 11b are displayed on the display device 13.

The speed Vf of the preceding vehicle and the inter-vehicle distance Da between the preceding vehicle and the self-propelled vehicle output from the preceding vehicle recognizing device 12 are output to a traveling command controller 14 which commands the traveling state of the vehicle. The travel command controller 14 is composed of a microcomputer and its peripheral circuits.

The detection output of the accelerator lever 15, the detection output of the brake lever 16, and the detection output of the A / T / speed setting lever 17 are input to the travel command controller 14. The accelerator lever 15 is provided on the steering wheel and outputs an acceleration command value Vac proportional to the operation amount of the accelerator lever 15. The brake lever 16 is provided on the steering wheel and outputs a deceleration command value Vbr proportional to the operation amount of the brake lever 16.

The A / T / speed setting lever 17 is arranged on the side of the driver's seat door, and is constructed so that speed setting and shift control can be performed by an integrated structure. This A / T / speed setting lever is for the A / T shift position "P",
Shift position signal SFT designating "R", "N", "D"
, And outputs the set speed signal Vs.

When there is a preceding vehicle, the traveling command controller 14 is a deceleration request signal necessary for controlling the inter-vehicle distance Da between the preceding vehicle and the self-propelled vehicle to a predetermined value based on the vehicle speed or the like (referred to as inter-vehicle distance control). In addition to the acceleration request signal, each lever 15-1
Corresponding to No. 7, a travel command signal (acceleration, deceleration, set speed, shift signal, etc.) is output to the automatic travel controller 18 via the controller line c.

The automatic travel controller 18 includes a throttle opening sensor 19 for detecting a throttle opening θ and a brake pressure sensor 2 for detecting a brake pressure of a wheel cylinder.
0, the speed sensor 21 that detects the speed V of the vehicle, and the detection outputs of the acceleration sensor 22 that detects the acceleration G in the front-rear direction are input.

Further, the automatic traveling controller 18 has a throttle actuator 23 for controlling the engine output by changing the opening of a throttle valve (not shown) and a brake actuator 2 for operating the brake.
4. An A / T actuator 25 for switching the gear stage of AT (Automatic Transmission) is connected. In addition to the brake pedal, the brake actuator 24 is an actuator necessary for automatically applying the brake, and is composed of an electromagnetic proportional pressure control valve 35, a power actuator 44, etc., which will be described later.

Next, the structure of the two-system braking device will be described with reference to FIG. In FIG. 2, reference numeral 31 is a reservoir tank for storing hydraulic oil. The outlet of the reservoir tank 31 is connected to the suction port of the electric hydraulic pump 32. The discharge port of the hydraulic pump 32 is connected to an electromagnetic proportional pressure control valve 35 via a check valve 33 and a filter 34. An accumulator 37 is connected to an upstream oil passage 36 of the electromagnetic proportional pressure control valve 35, and a pressure switch 38 that is turned on when the oil pressure of the accumulator 37 becomes lower than a set oil pressure is connected.

The electromagnetic proportional pressure control valve 35 has two input ports P and R and two output ports A and B, and the port R and the port A are connected when the solenoid c is not excited. At the same time, the input port R is connected to the output port B via the orifice. The output port A and the input port R are connected via the oil passage 39 and also connected to the reservoir tank 31 via the oil passage 40.

When the solenoid c is excited, the input port P and the output port B are connected, and the input port R and the output port A are connected. In this state, output port B
The hydraulic pressure discharged from increases linearly in proportion to the current flowing through the solenoid c. By the way, the downstream side of the check valve 33 is connected to the reservoir tank 31 via an electromagnetic opening / closing valve 42 provided in the oil passage 41.

The output port B of the electromagnetic proportional pressure type control valve 35 is connected via an oil passage 43 to a power actuator 44 composed of a power cylinder. A first master cylinder 45 is connected to the power actuator 44. The first master cylinder 45 includes two hydraulic pressure generating portions (not shown) that generate brake hydraulic pressure according to the operation amount of the power actuator 44.

Reference numeral 46 is a brake pedal. The depression force of the brake pedal 46 is amplified by the booster 47 and transmitted to the second master cylinder 48.
Like the first master cylinder 45, the second master cylinder 48 also has two hydraulic pressure generating portions (not shown). The two hydraulic pressure generating portions of the second master cylinder 48 are connected via oil passages 50 and 51 to a reservoir 52 that stores brake fluid. Furthermore, this oil passage 50,
The middle position of 51 is connected to the two hydraulic pressure generating portions of the first master cylinder 45 via oil passages 52 'and 53, respectively. The two hydraulic pressure generating portions of the first master cylinder 45 are connected to the flow passage switching valves 56 and 5 via the oil passages 54 and 55, respectively.
7 is connected to the valve hole h1.

The oil passages from the two hydraulic chambers of the second master cylinder 48 are connected via one oil passage 58 to the input ports of the normally open electromagnetic on-off valves 591 and 592. The output ports of the electromagnetic on-off valves 591 and 592 are connected to the valve holes h2 of the flow path switching valves 56 and 57, respectively. Further, the valve holes h2 of the flow path switching valves 56 and 57 are connected to the oil passage 50 via the normally closed electromagnetic on-off valves 592 and 594, respectively, and further via the oil passage 60.

The output port of the flow path switching valve 56 is connected via a PCV (proportioning valve) 71 to a wheel cylinder WC1 on the right side of the front wheel and a wheel cylinder W on the left side of the rear wheel.
It is connected to C2. The output port of the flow path switching valve 57 is a PC
It is connected to the front wheel left wheel cylinder WC3 and the rear wheel right wheel cylinder WC4 via V71.

A piston p is slidably fitted in a cylinder chamber provided in the flow path switching valves 56 and 57. The piston p functions as a valve body for closing and opening the valve hole h2, and the piston p is constantly urged by the spring s to close the valve hole h2. Further, a valve body v is attached to the piston p, and when oil is pumped through the valve hole h2 and the piston p slides against the biasing force of the spring s, the valve hole h1 is closed. Is configured.

Here, the broken line 72 selects the brake fluid pressure from the first master cylinder 45 or the second master cylinder 48 to select the wheel cylinder WC.
1 and WC2 or the oil passage switching control valve that sends pressure to the wheel cylinders WC3 and WC4. The electromagnetic proportional pressure control valve 35, the electromagnetic on-off valves 42, 591 to 594 described above.
Is output from the automatic traveling controller 18.

Next, the operation of the first embodiment of the present invention constructed as above will be described. In a pedalless system mounted on a vehicle, a driver basically operates a steering wheel, and a throttle and a brake are controlled by an automatic traveling controller 18 based on inter-vehicle distance control. Here, the acceleration during the inter-vehicle distance control is performed with a set acceleration of 0.15 g, for example.

When the accelerator lever 15 or the brake lever 16 is operated while the throttle and the brake are being automatically controlled by the automatic traveling controller 18, the command value by the lever is controlled so as to be prioritized. There is.

While the vehicle equipped with such a pedalless system is running, the distance measuring cameras 11a and 1a
The video signal in front of the vehicle captured in 1b is output to the preceding vehicle recognition device 12. The preceding vehicle recognition device 12 recognizes the preceding vehicle photographed by the distance measurement cameras 11a and 11b,
Speed Vf of the preceding vehicle and distance Da between the preceding vehicle and the self-propelled vehicle
Is being calculated.

The traveling command controller 14 calculates the relative speed Vrel by subtracting the speed V of the self-propelled vehicle detected by the vehicle speed sensor 21 from the speed Vf of the preceding vehicle. Then, the travel command controller 18 calculates an optimum target inter-vehicle distance Dt according to the speed V of the vehicle.

Then, the inter-vehicle distance Dt is compared with the actual inter-vehicle distance Da, and if "Dt <Da", a deceleration request signal is output to the automatic traveling controller 18. The automatic traveling controller 18 outputs a control signal to the throttle actuator 23 to fully close the throttle valve, and outputs a control signal to the brake actuator 24 to apply the brake according to the degree of the deceleration request signal.

On the other hand, if "Dt>Da", the target speed Vt is calculated based on the speed V of the self-propelled vehicle, the target inter-vehicle distance Dt and the relative speed Vrel. Then, the vehicle speed control signal is output to the automatic travel controller 18 together with the target speed Vt.

By the way, the distance measuring cameras 11a and 11
When the preceding vehicle is not recognized from the image captured in b, the speed control signal is output to the automatic traveling controller 18 together with the set vehicle speed Vs set by the A / T / speed setting lever 17.

The automatic traveling controller 18 controls the actuators 23 to 25 so that the set target deceleration, target acceleration, and target speed can be set according to the deceleration request, acceleration request, and vehicle speed control request signals. When the deceleration request is input, the automatic cruise controller 18 controls the flow of a current corresponding to the deceleration request to the solenoid c of the electromagnetic proportional pressure control valve 35.

The magnitude of the hydraulic pressure discharged from the electromagnetic proportional pressure control valve 35 changes linearly according to the current flowing through the solenoid c. This hydraulic pressure is sent to the power actuator 44. Then, the brake fluid pressure is generated from the first master cylinder 45 according to the operation amount of the power actuator 44. That is, this brake fluid pressure has a magnitude corresponding to the deceleration request. The brake hydraulic pressure output from one hydraulic pressure generating portion of the first master cylinder 45 is passed through the oil passage 54 and the flow path switching valve 56, respectively, to the wheel cylinder WC1 on the front wheel right side and the wheel cylinder WC2 on the left rear wheel side. To the wheel cylinder WC on the left side of the front wheel via the oil passage 55 and the passage switching valve 57.
3 and the wheel cylinder WC4 on the right side of the rear wheel.
In this way, the automatic travel controller 18 applies the automatic brake.

For example, when the electromagnetic proportional pressure type control valve 35 is out of order, even if the automatic running controller 18 controls the electric current to flow to the electromagnetic proportional pressure type control valve 35, the brake fluid is supplied from the second master cylinder 45. No pressure is generated. In such a case, the driver depresses the brake pedal 46. By this operation, brake fluid pressure is generated from the second master cylinder 48. This brake fluid pressure is sent to the valve hole h2 of the flow path switching valve 56 via the electromagnetic opening / closing valve 59.
Due to this brake fluid pressure, the piston p moves in the direction of opening the valve hole h2 against the biasing force of the spring s. For this reason. The brake fluid pressure is sent to the wheel cylinder WC1 on the right side of the front wheel and the wheel cylinder WC2 on the left side of the rear wheel via the valve hole h2. Further, similarly, the second master cylinder 48
The brake fluid pressure output from the valve is sent to the wheel cylinder WC3 on the left side of the front wheel and the wheel cylinder WC4 on the right side of the rear wheel via the electromagnetic opening / closing valve 592 and the valve hole h2 of the flow path switching valve 57. As a result, the brake is applied according to the amount of depression of the brake pedal 46. In this way, the foot brake can be utilized even when the automatic braking is no longer effective, so that fail-safe can be exhibited. Further, since the filter 34 is provided upstream of the electromagnetic proportional pressure type control valve 35, it is possible to prevent the control valve 35 from being clogged.

Further, since the electromagnetic on-off valve 42 is opened during the repair work so that the high-pressure oil of the check valve 33 escapes to the reservoir tank 31, the safety of the hydraulic circuit repair work can be ensured. By the way, solenoid on-off valves 593, 594
By controlling the opening of the brake fluid, the brake fluid can be deaerated.

Next, a two-system braking device according to a second embodiment of the present invention will be described with reference to FIGS. 3 and 4. In this second embodiment, the oil passage switching control valve 7 of the first embodiment is used.
Instead of 2, a part of the valve constituting the hydraulic unit for traction control shown in FIG. 3 may be changed. 3 and 4, the same parts as those in FIG. 2 are designated by the same reference numerals, and detailed description thereof will be omitted.

In FIG. 3, reference numeral 81 is a hydraulic unit for traction control. By replacing the electromagnetic opening / closing valves 83 and 84 of the hydraulic unit 81 and by replacing the electromagnetic opening / closing valves 85 and 86, the same oil passage switching control valve as the oil passage switching control valve 72 shown in FIG. 2 can be obtained. You can Control signals from the automatic travel controller 18 are input to the electromagnetic proportional pressure control valve 35 and the electromagnetic opening / closing valves 83 to 86.

In this way, by exchanging some of the valves of the hydraulic unit 81 for traction control, it is possible to provide a two-system valve device having the same function as in FIG. 2 as shown in FIG.

Next, a two-system braking device according to a third embodiment of the present invention will be described with reference to FIG. The structure of the third embodiment is the same as that of FIG. 2 except that the structure of the oil passage switching control valve 72 shown in FIG. 2 is different. The oil passage switching control valve 72 of FIG. 5 does not have the electromagnetic opening / closing valves 591 to 594 of FIG. That is, the valve holes h of the flow path switching valves 56 and 57.
2 are connected to each other via an oil passage 91. And
An intermediate position of this oil passage 91 is connected to the reservoir 52 via an oil passage 93 in which a normally closed air bleeder 92 is interposed. By providing the air bleeder 92, it is possible to prevent the brake fluid pressure generated in the second master cylinder 48 from returning to the reservoir tank 52 via the oil passages 58 and 93 when the brake pedal 46 is depressed. ing. Further, the air bleeder 92 is controlled to be opened when bleeding air from the brake fluid.

Next, a two-system braking device according to a fourth embodiment of the present invention will be described with reference to FIG. In the structure of the fourth embodiment, instead of providing the air bleeder 92 in FIG. 5, an oil passage connected to the intermediate point of the oil passage 91 connecting the valve holes h2 of the passage switching valves 56 and 57 and the oil passage 60. A normally-closed electromagnetic on-off valve 95 is provided at 94. This electromagnetic on-off valve 95 has an automatic traveling controller 18
The control signal from is input.

When the brake pedal 46 is depressed,
The brake fluid pressure generated in the second master cylinder 48 is prevented from returning to the reservoir tank 52 via the oil passages 58, 94, 60. Further, the electromagnetic opening / closing valve 95 is controlled to be opened when air is removed from the brake fluid.

Next, a two-system braking device according to a fifth embodiment of the present invention will be described with reference to FIG. The configuration of the fifth embodiment is the same as that of the embodiment of FIG. 5 except that passage switching valves 56 'and 57' are provided in parallel with the passage switching valves 56 and 57 of the oil passage switching control valve 72 of FIG. It is almost the same. That is, the valve holes h2 of the flow path switching valves 56 and 57 are connected to each other via the oil passage 91, and the valve holes h2 of the flow path switching valves 56 'and 57' are connected to each other via the oil path 91 '. Has been done. The intermediate position between the oil passages 91 and 91 'is connected to the reservoir 52 via an oil passage 93 in which a normally closed air bleeder 92 is provided. This air bleeder 9
The provision of 2 prevents the brake fluid pressure generated in the second master cylinder 48 from returning to the reservoir tank 52 via the oil passages 58 and 93 when the brake pedal 46 is depressed. .. Also, the air bleeder 9
2 is controlled to be opened when air is removed from the brake fluid.

Next, a two-system brake device according to a sixth embodiment of the present invention will be described with reference to FIG. In FIG. 8, reference numeral 31 is a reservoir tank for storing hydraulic oil. The outlet of the reservoir tank 31 is the electric hydraulic pump 3
2 is connected to the suction port. The discharge port of the hydraulic pump 32 is connected to a solenoid proportional pressure type control valve 35 via a check valve 33. The upstream oil passage 36 of the electromagnetic proportional pressure control valve 35
The accumulator 37 is connected to the oil passage 3 and
A pressure switch 38 is connected which is turned on when the hydraulic pressure of 6 becomes lower than the set hydraulic pressure.

The electromagnetic proportional pressure control valve 35 has two input ports P and R and two output ports A and B, and the port R and the port A are connected when the solenoid c is not excited. At the same time, the input port R is connected to the output port B via the orifice. The output port A and the input port R are connected via an oil passage 39.

When the solenoid c is excited, the input port P and the output port B are connected, and the input port R and the output port A are connected. In this state, output port B
The hydraulic pressure discharged from increases linearly in proportion to the current flowing through the solenoid c.

The output port B of the above-mentioned electromagnetic proportional pressure type control valve 35 is connected via an oil passage 43 to a power actuator 44 composed of a power cylinder. A first master cylinder 45 is connected to the power actuator 44. The first master cylinder 45 includes two hydraulic pressure generating portions (not shown) that generate brake hydraulic pressure according to the operation amount of the power actuator 44.

Reference numeral 46 is a brake pedal. The depression force of the brake pedal 46 is amplified by the booster 47 and transmitted to the second master cylinder 48.
Like the first master cylinder 45, the second master cylinder 48 also has two hydraulic pressure generating portions (not shown). The two hydraulic pressure generating portions of the second master cylinder 48 are connected via oil passages 50 and 51 to a reservoir 52 that stores brake fluid. Furthermore, this oil passage 50,
The middle position of 51 is connected to the two hydraulic pressure generating portions of the first master cylinder 45 via oil passages 52 'and 53, respectively.

The two hydraulic pressure generating portions of the first master cylinder 45 are connected to the one input ports of the electromagnetic flow path switching valves 103 and 104 via the oil passages 101 and 102, respectively. Further, the two hydraulic pressure generators of the second master cylinder 48 are connected to the other input ports of the electromagnetic flow path switching valves 103 and 104 via oil passages 105 and 106, respectively.

One output port of each of the electromagnetic flow path switching valves 103 and 104 is connected to the reservoir 52 via an oil passage 107. The other output port of the electromagnetic flow path switching valve 103 is connected to the front wheel left wheel cylinder WC3 and the rear wheel right wheel cylinder WC4 via the PCV 71.

Further, the other output port of the electromagnetic flow path switching valve 104 is connected to the front wheel right wheel cylinder WC1 and the rear wheel left wheel cylinder WC2 via the PCV 71. Control signals from the automatic traveling controller 18 are input to the electromagnetic proportional pressure control valve 35 and the electromagnetic flow path switching valves 103 and 104.

In the sixth embodiment, the electromagnetic flow path switching valves 103 and 104 are used as the flow path switching control valve 72, and the operation thereof is the same as that of the above-mentioned embodiments, and therefore its explanation is omitted. However, in the sixth embodiment, when the automatic brake is actuated, it is necessary to switch the electromagnetic flow path switching valves 103 and 104 by a control signal from the automatic travel controller 18.

Next, a two-system braking device according to the seventh embodiment of the present invention will be described with reference to FIG. In FIG. 9, the downstream side of the check valve 33 of FIG. 8 is connected to the reservoir tank 31 via the oil passage 41 in which the electromagnetic opening / closing valve 42 is interposed, and the check valve 33 and the electromagnetic proportional pressure control valve 35 are connected. A filter 34 is provided between and. Further, since the filter 34 is provided upstream of the electromagnetic proportional pressure type control valve 35, the control valve 35
Can be prevented from clogging. Further, since the high pressure oil of the check valve 33 is made to escape to the reservoir tank 31 during the repair work, the safety of the repair work of the hydraulic circuit can be ensured.

[0053]

As described above in detail, according to the present invention, a brake pedal is provided in addition to the brake lever provided on the steering wheel, and the brake pedal can be operated even if a failure occurs in the electric system for controlling the brake lever. It is possible to provide a two-system braking device that can generate a braking force by the operation of.

[Brief description of drawings]

FIG. 1 is a system configuration diagram of a pedalless system equipped with a two-system braking device according to the present invention.

FIG. 2 is a diagram showing a brake pipe of a two-system brake device according to the first embodiment of the present invention.

FIG. 3 is a diagram showing a configuration of a conventional hydraulic unit for traction control.

FIG. 4 is a diagram showing a brake pipe of a two-system brake device according to a second embodiment of the present invention.

FIG. 5 is a diagram showing a brake pipe of a two-system brake device according to a third embodiment of the present invention.

FIG. 6 is a diagram showing a brake pipe of a two-system brake device according to a fourth embodiment of the present invention.

FIG. 7 is a diagram showing a brake pipe of a two-system brake device according to a fifth embodiment of the present invention.

FIG. 8 is a diagram showing a brake pipe of a two-system brake device according to a sixth embodiment of the present invention.

FIG. 9 is a diagram showing a brake pipe of a two-system brake device according to a seventh embodiment of the present invention.

[Explanation of symbols]

11a, 11b ... Distance measuring camera, 12 ... Preceding vehicle recognition device, 14 ... Travel command controller, 15 ... Accelerator lever, 16 ... Brake lever, 17 ... A / T / speed setting lever, 18 ... Automatic travel controller, 24 ... Brake actuator, 35 ... Electromagnetic proportional pressure type control valve, 56,
57 ... Flow path switching valve.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Morihiro Takada 5-3-8, Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation

Claims (1)

[Claims] 1. A first master cylinder that generates a brake pressure according to a depression amount of a brake pedal, a second master cylinder that generates a brake pressure according to a supplied hydraulic pressure, and the first master cylinder. Alternatively, a switching valve unit that selects one of the brake pressures generated in the second master cylinder and sends it to the wheel cylinders, a hydraulic control valve that controls the hydraulic pressure supplied to the second master cylinder, and a brake switch operation. And a control means for controlling the hydraulic pressure output from the hydraulic control valve according to the control amount or the electrical control request amount.