• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a method of propelling a vehicle at the start of said vehicle, said vehicle comprising at least one drive wheel propelling said vehicle and said vehicle comprising an electric motor, and wherein said electric motor is arranged to produce a propulsion wheel on said drive wheel. The method comprises the steps of: - a) using said electric motor applying a torque propelling on said drive wheel in a first direction, - b) determining a representation of a grip against the base of said drive wheel, and - c) reversing the direction of rotation of said electric motor to apply a on said drive wheel propelling torque in one direction opposite to said first direction when the name representation of the grip against the base of said drive wheel meets a first criterion. Fig. 2
    公开号:SE0950545A1
    申请号:SE0950545
    申请日:2009-07-09
    公开日:2011-01-10
    发明作者:Mats Liwell；Mathias Bjoerkman
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    By increasing the force applied to the drive wheels, preferably with a relatively high gear engaged, until the drive wheels spin loose, the driver immediately releasing the throttle and, if necessary, stepping out of the clutch so that the vehicle rolls back, the procedure repeated when the movement in the opposite direction has stopped. By rocking the vehicle in this way, sufficient force can finally be obtained to get the vehicle out of the pit / sink.
    The probability of success with such a rocking function varies from driver to driver and with the driver's experience. For this reason, systems have been developed where the rocking function is automated. An example of such a function is described in the document WO 2004/098940 Al (Volvo Trucks AB). This document describes an automated control of a vehicle's driveline system for use at take-off under adverse ground conditions. Via the vehicle driveline system, driving force is applied to at least one drive wheel, whereby application of driving force continues until a condition is detected, for example wheel spin, whereby said application of driving force is interrupted, and whereby driving force is instead applied in the opposite direction.
    The function shown in the above-mentioned document thus has the advantage that application of driving force to the vehicle's drive wheel when rocking can be performed not only in one direction, but in both directions in order in this way to try to increase the chances of successfully driving away with the vehicle. The solution shown has the disadvantage, however, that when changing the direction of propulsion, first the disengagement of the vehicle's driveline is required, and then the shift to a gear for propulsion in an opposite direction. Although such a method can in principle show good function, disconnection of the driveline, subsequent gear change, and reconnection of the driveline means that a comparatively considerable time is required for these steps, with the result that changing the direction of applied driving force often takes place for late to be fully utilized.
    Thus, at least in certain situations, there is a need for an improved method of getting rid of a stuck vehicle.
    SUMMARY OF THE INVENTION It is an object of the present invention to provide a method of steering a vehicle at the start of said vehicle which solves the above problems. This object is achieved with a method according to claim 1.
    The present invention relates to a method of propelling a vehicle at the start of said vehicle, wherein said vehicle comprises at least one drive wheel for propelling said vehicle and wherein said vehicle comprises an electric motor, and wherein said electric motor is arranged to generate a on said drive wheel driving torque. By means of said electric motor a torque propelling on said drive wheel is applied in a first direction, a representation of said drive wheel grip against the ground being determined, and wherein the direction of rotation of said electric motor is reversed to apply a torque propelling on said drive wheel in a direction opposite to said first direction when said representation of the grip against the ground of said drive wheel meets a first criterion.
    The present invention has the advantage that by using an electric motor for generating the propulsive torque in, for example, a rocking function as described above, the direction of the moment acting on the drive wheel, compared with the prior art, can be very quickly reversed. when at least one of the vehicle's drive wheels loses grip against the ground, which e.g. can be determined by detecting the wheel spin / rapid increase of the rotational speed of the drive wheel (s), whereby the spinning wheel (or the spinning wheels) can be quickly stopped and a driving torque in the opposite direction is applied to assist the vehicle movement in the opposite direction. probability that the vehicle will come loose as a result. With the aid of the present invention, the driver can thus succeed in getting away with a vehicle in a situation where it would otherwise have needed salvage assistance, or other assistance such as e.g. to try to put something under the wheels. The invention further has the advantage that it does not require any new hardware in vehicles with existing electric motor system.
    The above-mentioned steps with reversed torque direction can advantageously be repeated until the method is interrupted by, for example, a vehicle driver, or until the vehicle's control system detects that the vehicle has come loose and de facto started.
    In one embodiment, the electric motor is connected to said drive wheel via a conventional gearbox. The present invention has the advantage that even if the electric motor is connected to the drive wheel via a gearbox, the gearbox can still be driven in both directions, whereby one and the same gear can be used in carrying out the method according to the present invention, no time being allowed for disengagement and loading of new gear.
    The invention is applicable to parallel hybrid vehicles as well as to other types of vehicles where an electric motor can be used for propulsion. For example, the invention can be used in series hybrid vehicles and in vehicles where one or more electric motors directly drive the vehicle's drive wheels without intermediate gear, as well as in pure electric vehicles.
    Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.
    Brief Description of the Drawings Fig. 1 shows a driveline in a hybrid vehicle in which the present invention can be used to advantage.
    Fig. 2 shows an exemplary method according to the present invention.
    Fig. 3 shows an exemplary rocking method according to the present invention.
    Detailed description of exemplary embodiments As mentioned above, in an automated rocking function it is difficult to get an automatic clutch to disengage at the right moment, i.e. just when the wheels start to spin. When the vehicle's drive wheel starts to spin, the grip is dropped against the ground, whereby, if the drive wheels are on their way up out of a pit / lowering, the vehicle will start moving in the opposite direction, ie back down into the pit. In this case, it is desirable to be able to quickly engage a gear for operation in the opposite direction, so that the gravitational effect which occurs when the drive wheels roll back down into the pit can be taken advantage of and used for attempts to get out of the pit in the opposite direction. However, due to the necessary disconnection of the output shaft of the engine from the input shaft of the gearbox during shifting, a not insignificant amount of time is necessary with such a solution, so that optimal function cannot be obtained either.
    The present invention, on the other hand, does not suffer from said problems.
    The invention will first be described in connection with a parallel hybrid system, and in the rocking function according to the present invention the internal combustion engine can be disengaged, e.g. by means of a conventional coupling, from the input shaft of the gearbox, whereby only the electric motor is used for operation of the drive wheels in the rocking process. The direction of rotation and speed of rotation of an electric motor is controlled by the frequency of the voltage used to supply the electric motor.
    The use of an electric motor therefore has the advantage that since its direction of rotation, unlike an internal combustion engine, is arbitrary, according to the present invention any gear can be engaged, whereby the drive wheels can be driven in both directions with said gear engaged by allowing the electric motor to change direction of rotation. Thus, according to the present invention, no gear change is required, and thus no time is required for performing the actual gear change. The present invention thus allows the shifting of the applied torque from the forward direction to the reverse direction (or vice versa) to take place, at least in principle, momentarily.
    Fig. 1 shows a driveline in a hybrid vehicle 100 according to a first exemplary embodiment of the present invention. There are hybrid vehicles of different types, and the vehicle shown is a parallel hybrid vehicle.
    The driveline of the parallel hybrid vehicle in Fig. 1 comprises an internal combustion engine 101. The internal combustion engine 101 is connected in a conventional manner, via a shaft 102 outgoing on the internal combustion engine 101, to a gearbox 103 via a friction element (clutch) 106. The vehicle further comprises drive axles 104, 105, which are connected to the drive wheels 113, 114 of the vehicle, and which, as in a conventional internal combustion engine system, are driven by a shaft 107 emanating from the gearbox via a shaft gear, which e.g. may consist of a conventional differential 108.
    Unlike a conventional vehicle, the vehicle shown in Fig. 1 also comprises an electric motor 110, which is connected to the input shaft 109 of the gearbox 103, "downstream" of the clutch 106. Thus, parallel hybrid vehicles can simultaneously transmit power to the drive wheels 113, 114 from two separate power sources, ie. both from the internal combustion engine 101 and the electric motor 110. Alternatively, the vehicle can be propelled by either source of power separately, i.e. either by the internal combustion engine 101 or the electric motor 110.
    As will be appreciated by those skilled in the art, there are several types of electric motors that are applicable for use in hybrid vehicles, so the electric motor 110 may be an electric motor of any applicable type. In the example description below, however, the electric motor consists of a three-phase motor, the power supply to the electric motor 110 consisting of a three-phase power supply.
    Three-phase motors can be of both so-called asynchronous and synchronous type, where the synchronous motor has the advantage that an exact speed determination can be performed. In vehicle applications, it is naturally desirable that the rotational speed of the drive wheels, and thus the electric motor, can be varied in addition to the variation that can be obtained by conventional shifting by means of the gearbox, so that the electric motor must usually be speed controlled.
    The rotational speed is controlled, for an electric motor in general, by the frequency of the supply voltage with which the motor is supplied with power, where the speed of the electric motor is directly proportional to this frequency. Speed control of an electric motor thus requires that the voltage supplied to the motor can be varied. In the case of an AC motor, this meant that the frequency of the supply AC voltage must be variable.
    The motor 110 shown in Fig. 1 is therefore supplied with power with a three-phase power supply with variable frequency, which is generated by using a power electronics device III, which in hybrid vehicles in the edge manner can also be used for a number of other functions, which will not be described in more detail here.
    The power electronics device 111 operates against an energy storage 112, such as e.g. one or more batteries, supercapacitors, etc. The energy storage can be arranged to be charged in several different ways, e.g. by regenerative braking by means of the electric motor 110 and / or via "plug-in" to an external power source such as a conventional electricity network.
    The power electronics device 11 shown in the figure may be of a type which is commonly found in hybrid vehicles and is therefore not described in more detail here. In general, however, it can be said that the power electronics 111, in the case of an alternating current motor, converts the direct voltage of the energy storage 112 to an alternating voltage.
    The conversion is performed by means of a converter device such as can consist of a plurality of IGBT (Insulated Gate Bipolar Transistor) transistors, which by means of appropriate switching can provide a three-phase voltage of the desired and variable amplitude and frequency for driving the electric motor 110 and thus the vehicle's drive wheels 113, 114. 10 15 20 25 30 In this way, the electric motor 110 can be used at vehicle speeds from zero to maximum speed by controlling the frequency applied to the engine 106 from 0 Hz to a frequency which results in the vehicle's (or, in cooperation with the internal combustion engine, its) top speed.
    Fig. 1 also shows a control unit 115 which can be used to control the method according to the present invention. The control unit 115 forms part of the vehicle control system. Vehicle control systems in modern vehicles usually consist of a communication bus system consisting of one or more communication buses for interconnecting different electronic control units and components located on the vehicle. Thus, signals to / from e.g. an electric motor control unit / power electronics as well as other vehicle functions which are involved in the method according to the invention e.g. is communicated to / from the control unit 115 by means of a suitable communication bus. The vehicle control unit 115 can e.g. constitute an already existing control unit, whereby the present invention can thus be integrated in a simple manner at low cost.
    An exemplary embodiment of the present invention will now be described in connection with Fig. 2, in which a rocking method is generally indicated by 200. The method begins in step 201, where it is determined whether the rocking function is to be activated. This determination can be performed in a number of ways.
    For example, after finding that the vehicle is stuck, the driver can activate the function by means of a button, lever or in another way such as via e.g. a function selectable via a display.
    The function can also be arranged to start automatically, e.g. if the vehicle's control system detects wheel spin, but for safety reasons it may be preferable for the function to be activated manually. The invention will therefore be described below for the case of manual activation.
    Once it has been decided that a rocking function is to be started, the process proceeds to step 202, where it is decided whether the actual execution of the function is to be started. This determination is not necessary but may be preferable so that the vehicle does not "live its own life" immediately when the rocking function is activated.
    For example, the actual design may be subordinate to the driver pressing the accelerator pedal or otherwise, such as by means of a resilient button or lever, indicating that the rocking function may be actively performed. This can further be combined with the driver choosing a preferred direction (forward or backward) in which the vehicle should preferably start to facilitate the intended continued journey.
    This may, for example, be desirable in situations where continued operation is only possible in one direction, for example due to obstacles in front of or behind the vehicle.
    The driver can, for example, indicate the preferred direction of movement by means of indicating a forward or reverse direction by means of the gear selector. Regardless of the driver's choice, the steering system can then select a suitable actual gear in the gearbox which is then used during the entire rocking function.
    When it is detected in step 202 that the rocking function is actually to be performed, the process proceeds to step 203 (for safety reasons, the rocking function can advantageously be arranged so that it is stopped immediately if the driver releases the throttle and / or presses the brake). In step 203, the appropriate gear for use in the rocking function is selected. This gear is normally one of the lower gears of the gearbox, whether the gear is a gear intended for driving the vehicle in the forward or reverse direction does not matter for the method, but may be important for the continued travel of the vehicle once the vehicle has come loose. out of the pit / sink. For example, it may be advantageous that the gear selected by the rocking function can also be used for continued propulsion of the vehicle so that there is no risk of the vehicle getting stuck again in the inevitable propulsion torque interruption which occurs during shifting and which at low vehicle speed may result in the vehicle stopping again. and thus gets stuck.
    Thus, it may be advantageous to select a gear intended for vehicle driving in the direction of propulsion specified by the driver. Another parameter to take into account when selecting a gear for use in the method according to the invention is that the gear selection should result in the desired control characteristics being achieved, ie. the selected gear should, together with the electric motor, be able to result in the desired torque on the drive wheels (this choice can be controlled at least in part based on the torque of the electric motor in relation to the torque of the internal combustion engine, the greater the electric motor.
    Once the applicable gear has been selected in step 203, the process proceeds to step 204 where a torque resulting for movement in the desired direction of propulsion is generated by means of the electric motor. With the help of the power electronics (regulation of voltage and frequency for the motor power supply), the speed of the electric motor can be regulated from a standstill in a controlled manner, while the torque emitted by the electric motor can be regulated from 0 Nm to the maximum torque of the electric motor. Thanks to the control possibilities of the electric motor, both the desired speed of the electric motor and its delivered torque can be increased steplessly or rampwise.
    It should be understood that as long as the torque delivered is less than the torque required to set the vehicle's drive wheel in motion, the shaft of the electric motor will be stationary regardless of the applied frequency. A possible control method therefore consists of first increasing the torque emitted by the electric motor at low speed until the shaft of the electric motor begins to move, whereby the rotational speed of the electric motor is gradually increased once the drive wheel (s) has been set in motion. This increase in rotational speed and can be arranged to continue until a representation of the grip of the drive wheel (drive wheels) against the ground meets a first criterion, e.g. that the grip is lost by detecting wheel spin, the process continuing to step 205, alternatively until the rocking is completed, the process continuing to step 206. In parallel with increasing the rotational speed, the torque can also be gradually increased, this is illustrated in Fig. 3.
    Wheel spin can be detected, for example, by determining the rotational speed of the electric motor. If the rotational speed of the electric motor starts to increase rapidly, it means that the rotational speed of the drive wheel (wheels) also increases rapidly. The determination can also be performed by comparing the rotational speed of the drive wheels with the rotational speed of non-driving wheels. For example. can be determined if a rotational speed difference between said drive wheels and at least one non-driving wheel arranged on the vehicle exceeds a first value.
    Alternatively, or in addition thereto, wheel spin may be detected by a determination that a rotational speed of said drive wheel has reached a first speed. Fig. 3 shows a graph of torque and wheel rotation (electric motor rotation) speed during an exemplary oscillation process. It is to be understood that the process shown in Fig. 3 is very schematic and that the actual procedure may look very different, e.g. depending on the choice of control principle, and depending on how fast the vehicle's drive wheel spins loose. The rocking process begins at time T = O when the torque of the electric motor increases until the electric motor shaft (and thus the vehicle's drive wheel) begins to rotate at T = T1. Between the time T = T1 and the time T = T2 the rotational speed of the wheels increases at the same time as the torque is also increased for at least part of that time. The increase in torque is preferably torque limited, ie. the torque is only increased to a predetermined level to avoid wheel spin occurring too quickly. The speed achieved at the current torque is then maintained until the time T = T3 when a rapid increase in the rotational speed is started. By constantly monitoring the rotational speed of the electric motor and / or the drive wheels, which can be performed in several different ways, some of which will be described below, it can in principle be directly determined that the rotational speed increase started at time T = T3 meant wheel spin. = T4, step 205, can in principle be directly reversed with the aid of the three-phase voltage generated by the power electronics (by, for example, the second phase sequence of the three phases feeding the electric motor, the direction of rotation of the rotating flow generated in the electric motor, which in turn drives the rotor of the electric motor, is in principle immediately reversed, whereby the spinning drive wheels will be braked very quickly to start rotating in the opposite direction at time T = T5.This has the advantage that since the torque acting on the drive wheels can in principle immediately reversed, the electric motor can drive the drive wheels in the opposite direction and thus help the vehicle acceleration in the opposite direction when it starts slide down into the pit / sink again. The process therefore returns to step 204 in the reverse direction of rotation. When wheel spin is then detected again, step 204 in the opposite direction is reversed, at T = T6, the torque of the electric motor again whereby the drive wheels can be driven all the time in a manner which is advantageous to get the vehicle off the pit / socket.
    As shown in the figure, the maximum torque applied to the vehicle's drive wheel can be arranged to increase as the rocking process proceeds.
    By determining the torque emitted by the electric motor at the same time as the rotational speed of the drive wheels (electric motor) is also determined, the torque increase together with the rotation speed increase can be used to determine whether the vehicle has come out of the pit and continued driving. This is exemplified at time T = T7, where the rotational speed of the drive wheels has exceeded a level N1 at the same time as the rotational speed increase is so slow despite the applied motor torque that propulsion is in progress. This can be determined, for example, by determining a derivative of the rotational speed. If the derivative exceeds a threshold value, this can be determined as wheel spin, while if the derivative falls below a certain threshold value, the vehicle's drive wheel is considered to propel the vehicle forward. Said threshold value does not have to be fixed during the entire process but can, for example, depend on the current torque emitted by the electric motor. The higher the torque, the higher the relative speed increase is possible without being classified as wheel spin. When the speed of the vehicle has reached a certain speed, such as for example the speed N1 as above, the control system can decide that the rocking function is to be interrupted, step 206, and continued travel in the usual manner is started. When this is the case and the vehicle can drive normally forward (if this direction has been selected by the driver, eg by setting the gear selector to position 'D', or backwards if the gear selector is set to position 'R') the clutch closes and the vehicle continues forward , now powered by the diesel engine. The diesel engine is preferably running and idling during the entire rocking process so that it can be used quickly for continued propulsion once the vehicle has come loose.
    As mentioned above, it can be disadvantageous to make a shift just when the vehicle has started, so the steering system can be arranged to prevent shifting until a certain speed has been reached in order to prevent a new stop due to the inevitable loss of torque during the shift. In one embodiment, the disengagement of the automatic transmission can be controlled by the driver, for example by preventing shifting as long as the driver depresses the accelerator pedal, shifting is performed only when the driver believes that shifting can be performed without risk of a new stop and therefore eases the accelerator pedal.
    The present invention thus has the advantage that very fast control processes are made possible by driving a conventional gearbox in both directions and no time-consuming gear change thus has to take place. Because the direction of the torque emitted by the electric motor can in principle be immediately reversed when wheel spin is detected, a very accurate torque control is also made possible, and thus a good rocking function. l6 l5 20 25 30 l6 In the control process shown in Fig. 3, the speed control has been combined with torque limitation.
    However, the above control can also be performed by only monitoring the rotational speed of the drive wheels (electric motor). However, the use of torque limitation can be used to ensure that the drive wheels do not spin loose undesirably quickly. The above rocking function can advantageously also be combined with automatic connection of all other aids that are available when a vehicle is stuck. For example, existing differential locks can be loaded automatically (alternatively, a message to the driver can be generated with the prompt "load differential lock").
    As above, the automatic shift function can also be deactivated.
    The detection of wheel spin can take place in several different ways. For example, a sensor may be arranged on the output shaft of the gearbox, where the signal emitted from the sensor represents the rotational speed of the output shaft. Alternatively, one or more wheel speed sensors may be used (eg all vehicle speed sensors may be used in the detection to obtain the most accurate detection possible). Furthermore, a speed sensor can be arranged on the shaft of the electric motor. However, it is also possible to detect the rotational speed of the electric motor by superimposing a high-frequency signal on the supply voltage of the electric motor. This superimposed high frequency signal can then be used not only to detect the speed of the electric motor but also position, so that it is possible to detect just when the drive wheels start to rotate, which also enables a very good torque control to be performed based on the rotational speed. Furthermore, it may be advantageous to use signals from several or all of the above sensors / sensors / signals to obtain as reliable a determination as possible. 10 15 20 25 17 Furthermore, it is of course possible that the vehicle comes loose from the pit / sink in the "wrong" direction. The software that controls the function can therefore have a lock that prevents the car from moving more than e.g. max 30 cm in the wrong direction. The function should also be combined with clear warnings and sound / light signal for reversing as the car will move slightly backwards even during the rocking process regardless of the direction in which it finally comes loose.
    Heretofore, the invention has been described for a parallel hybrid vehicle. However, the invention is equally applicable to other types of vehicles where an electric motor can be used for propulsion. For example, the invention can be used in serial hybrid vehicles where the internal combustion engine is only used to drive a generator, which in turn charges an energy storage used to drive a drive wheel driving electric motor. The electric motor in series hybrid solutions is driven in the same way as described above, so the above principle can be used also in this type of vehicle with the only difference that no gear needs to be selected as the electric motor in series hybrid vehicles is often connected directly to a final gear such as a differential.
    The invention is also applicable to vehicles where one or more electric motors directly drive the vehicle's drive wheels without intermediate gear, as well as to pure electric vehicles.
    权利要求:
    Claims (12)
    [1]
    A method of propelling a vehicle at the start of said vehicle on a ground, said vehicle comprising at least one drive wheel for propelling said vehicle and said vehicle comprising an electric motor, and said electric motor being arranged to generate a on said drive wheel propulsion torque, characterized in that the method comprises the steps of: - a) applying by means of said electric motor a torque propulsion on said drive wheel in a first direction, - b) determining a representation of said drive wheel grip against said ground, and - c) reversing the direction of rotation of said electric motor to apply a torque propelling on said drive wheel in a direction opposite to said first direction when said representation of the grip against the base of said drive wheel meets a first criterion.
    [2]
    A method according to claim 1, wherein said first criterion is a determination of whether said drive wheel has lost grip against said ground.
    [3]
    A method according to claim 1 or 2, wherein said representation of the grip against the ground constitutes a rotational speed of said drive wheel.
    [4]
    A method according to any one of claims 1-3, wherein said first criterion is a determination of whether a rotational speed of said drive wheel has reached a first speed.
    [5]
    A method according to any one of claims 1-4, wherein said first criterion is a determination of whether a rotational speed difference between said drive wheels and at least one non-driving wheel arranged on the vehicle exceeds a first value.
    [6]
    A method according to any one of claims 1-5, wherein said representation of a rotational speed of said drive wheels includes a plurality of parameter values representing rotational speeds of said drive wheels at different times.
    [7]
    The method of claim 6, wherein said first criterion is a determination of a change in said rotational speed of said drive wheel between two consecutive times.
    [8]
    A method according to any one of claims 1-7, wherein steps b) and c) are repeated until a second criterion is met.
    [9]
    Method according to claim 8, wherein said second criterion consists of something from the group: - the method is interrupted by a vehicle driver; a control unit arranged in the vehicle detects that further repetition of steps b) and c) is not required for continued propulsion of the vehicle.
    [10]
    A method according to any one of claims 1-9, wherein the electric motor is connected to said drive wheel via a conventional gearbox.
    [11]
    A system for propelling a vehicle at the start of said vehicle, said vehicle comprising at least one drive wheel for propelling said vehicle and said vehicle comprising an electric motor, and said electric motor being arranged to generate a torque propelling on said drive wheel, characterized in that the system comprises means for: - by means of said electric motor applying a torque propelling on said drive wheel in a first direction, - determining a representation of a grip against the base of said drive wheel, and - reversing the direction of rotation of said electric motor for applying a torque propelling on said drive wheel in a direction opposite to said first direction when said grip against the base of said drive wheel meets a first criterion.
    [12]
    Vehicle, characterized in that it comprises a system according to claim 11.
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    同族专利:
    公开号 | 公开日
    SE535554C2|2012-09-18|
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    DE112010002845T8|2013-02-07|
    DE112010002845T5|2012-11-29|
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    SE525032C2|2003-05-07|2004-11-16|Volvo Lastvagnar Ab|Procedure and arrangement for automated control of a vehicle drive system|
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    DE102014207081A1|2014-04-14|2015-10-15|Zf Friedrichshafen Ag|Method for rocking a motor vehicle|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE0950545A|SE535554C2|2009-07-09|2009-07-09|Method and system for propulsion of a vehicle at take-off and vehicles comprising such a system|SE0950545A| SE535554C2|2009-07-09|2009-07-09|Method and system for propulsion of a vehicle at take-off and vehicles comprising such a system|
    PCT/SE2010/050757| WO2011005173A1|2009-07-09|2010-07-01|Method and system for control of a vehicle|
    DE112010002845T| DE112010002845T8|2009-07-09|2010-07-01|Method and system for controlling a vehicle|
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