Anti-lock controller

Claim 2

An anti-lock controller comprising: a sensor that detects a wheel speed of a vehicle; determining means for determining if wheel deceleration based on the wheel speed is at least as great as a predetermined wheel deceleration based on vehicle deceleration; first computing means for computing slip rate when the determining means determines that the wheel deceleration is at least as great as the predetermined wheel deceleration; second computing means for computing slip rate offset amount between the slip rate and a targeted slip rate, based on at least one of the wheel deceleration and the vehicle deceleration; third computing means for computing a targeted wheel speed based on the slip rate, the slip rate offset amount and a vehicle speed; and controlling means for controlling a braking force such that the wheel speed approaches the targeted wheel speed.

Claim 3

The controller of claim 1, wherein the second computing means computes the slip rate offset amount based on a magnitude of a wheel acceleration existing during a period from the time the wheel deceleration becomes the predetermined value based on said vehicle deceleration.

Claim 4

The controller of claim 2, further comprising: second determining means for determining whether vibrational change to the wheel acceleration occurs; and slip rate computing means for computing the slip rate when the wheel deceleration has become maximized, wherein said third computing means computes the targeted wheel speed by setting as the targeted slip rate as the slip rate computed by said slip rate computing means if said second determining means determines that the vibrational change to the wheel acceleration has occurred.

Claim 5

The controller of claim 2, further comprising first correcting means for computing a first corrected slip rate offset amount based on a magnitude of the vehicle deceleration during a predetermined period in which the control means is reducing the braking force, wherein the third computing means computes the targeted wheel speed based on the slip rate, the first corrected slip rate offset amount and the vehicle speed.

Claim 6

The controller of claim 4, further comprising second determining means for determining if the wheel deceleration is at least as great as a second predetermined wheel speed value after a predetermined interval following an increase in the braking force by the control means, and second correcting means for computing a second corrected slip rate offset amount greater than the slip rate offset amount when the second determining means determines that the wheel deceleration is at least as great as the second predetermined wheel speed value, wherein the third computing means computes the targeted wheel speed based on the slip rate, the second corrected slip rate offset amount and the vehicle speed.

Claim 7

The controller of claim 1, further comprising: second determining means for determining whether vibrational change to the wheel deceleration occurs; and slip rate computing means for computing the slip rate existing when the wheel acceleration has become maximized, wherein said slip rate computing means computes the targeted wheel speed by setting as the targeted slip rate the slip rate computed by the slip rate computing means if said second determining means determines that the vibrational change has occurred.

Claim 8

The controller of claim 1, further comprising first correcting means for computing a first corrected slip rate offset amount based on a magnitude of the vehicle deceleration during a predetermined period in which the control means is reducing the braking force, wherein the third computing means computes the targeted wheel speed based on the slip rate, the first corrected slip rate offset amount and the vehicle speed.

Claim 9

The controller of claim 7, further comprising second determining means for determining if the wheel deceleration is at least as great as a second predetermined wheel speed value after a predetermined interval following an increase in the braking force by the control means, and second correcting means for computing a second corrected slip rate offset amount greater than the slip rate offset amount when the second determining means determines that the wheel deceleration is at least as great as the second predetermined wheel speed value, wherein the third computing means computes the targeted wheel speed based on the slip rate, the second corrected slip rate offset amount and the vehicle speed.

Claim 10

The controller of claim 1, further comprising a vehicle speed sensor that detects the vehicle speed.

Claim 11

The controller of claim 1, further comprising a braking device having a solenoid value that regulates fluid pressure of the braking device to adjust the braking force applied through the fluid pressure to wheels of the vehicle, wherein the controlling means includes switching means for switching the solenoid valve between on and off positions and the controlling means controls the braking force by changing a duty ratio of on position intervals to off position intervals, and the controlling means holds the braking force by setting the solenoid valve to begin cycling in the off position for a variable interval.

Claim 12

The controller of claim 1, wherein the second computing means for computing a slip rate includes relative speed determining means for determining a relative speed between the vehicle speed and the wheel speed and quotient determining means for determining a quotient of the relative speed divided by the vehicle speed, and wherein said second computing means computes said slip rate to be proportional to said quotient.

Claim 13

An anti-lock controller comprising: a sensor that detects a wheel speed of a vehicle; a determining unit that determines if wheel deceleration based on the wheel speed is at least as great as a predetermined wheel deceleration based on a vehicle deceleration; a computing unit that computes a slip rate, a slip rate offset amount and a targeted wheel speed, the computing unit computing the slip rate when the determining unit determines that the wheel deceleration is at least as great as the predetermined wheel deceleration, wherein the computing unit computes the slip rate offset amount between the slip rate and a targeted slip rate based on at least one of the wheel deceleration and the vehicle deceleration, and the computing unit computes the targeted wheel speed based on the slip rate, the slip rate offset amount and a vehicle speed; and a control unit that controls a braking force such that the wheel speed approaches the targeted wheel speed.

Claim 14

An anti-lock controller comprising: a sensor that detects a wheel speed of a vehicle; a determining unit that determines if wheel deceleration based on the wheel speed is at least as great as a predetermined wheel deceleration based on a vehicle deceleration; a computing unit that computes a slip rate, a slip rate offset amount and a targeted wheel speed, the computing unit computing the slip rate when the determining unit determines that the wheel deceleration is at least as great as the predetermined wheel deceleration, wherein the computing unit computes the slip rate offset amount between the slip rate and a targeted slip rate based on at least one of the wheel deceleration and the vehicle deceleration, and the computing unit computes the targeted wheel speed based on the slip rate, the slip rate offset amount and a vehicle speed; and a control unit that controls a braking force such that the wheel speed approaches the targeted wheel speed.

Claim 17

The method of claim 13, wherein the slip rate offset amount is computed based on a magnitude of the wheel deceleration existing during a period from the time the wheel deceleration becomes the predetermined value based on said vehicle deceleration.

Claim 18

The method of claim 14, further comprising the steps of: determining whether a vibrational change to the wheel acceleration occurs; and computing the slip rate when the wheel deceleration is maximized, wherein said computing step computes the targeted wheel speed by setting as the targeted slip rate the computed slip rate if the vibrational change has occurred.

Claim 19

The method of claim 14, wherein the step of computing a slip rate offset amount includes correcting the slip rate offset amount based on a magnitude of the vehicle deceleration during a predetermined period in which the braking force is being reduced, wherein the targeted wheel speed is computed based on the slip rate, a corrected slip rate offset amount and the vehicle speed.

Claim 20

The method of claim 16, further comprising determining whether the wheel deceleration is at least as great as a second predetermined wheel speed after a predetermined interval following an increase in the braking force, wherein the step of computing a slip rate offset amount includes computing a second corrected slip rate offset amount by increasing the slip rate offset amount when the wheel deceleration is determined to be at least as great as the second predetermined wheel speed, and wherein the targeted wheel speed is computed based on the slip rate, the second corrected slip rate offset amount and the vehicle speed.

Claim 21

The method of claim 13, further comprising the steps of: determining whether a vibrational change to the wheel acceleration occurs; and computing the slip rate existing when the wheel acceleration is maximized, wherein said computing step computes the targeted wheel speed by setting as the targeted slip rate the computed slip rate if the vibrational change has occurred.

Claim 22

The method of claim 13, wherein the step of computing a slip rate offset amount includes correcting the slip rate offset amount based on a magnitude of the vehicle deceleration during a predetermined period in which the braking force is being reduced, wherein the targeted wheel speed is computed based on the slip rate, a corrected slip rate offset amount and the vehicle speed.

Claim 23

The method of claim 19, further comprising determining whether the wheel deceleration is at least as great as a second predetermined wheel speed after a predetermined interval following an increase in the braking force, wherein the step of computing a slip rate offset amount includes computing a second corrected slip rate offset amount by increasing the slip rate offset amount when the wheel deceleration is determined to be at least as great as the second predetermined wheel speed, and wherein the targeted wheel speed is computed based on the slip rate, the second corrected slip rate offset amount and the vehicle speed.