• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 优先权
    • 专利摘要:
    The invention relates to a method for determining at least one reference value, wherein said at least one reference value indicates how the speed of a vehicle is to be affected and can be used to control at least one control system in a vehicle. The invention is characterized by performing the steps of: - performing a first VPWCLTHSWJSt and second vpredjnewjlcc prediction of a vehicle speed over a horizon, respectively, wherein said first vpredynewiret prediction of the vehicle speed is based on an engine number Tmt which retards the vehicle and the retarder of the vehicle engine name Taco which accelerates the vehicle compared to a conventional cruise control; - comparing said first VPIQCLTHSWJBt and second vpredynewjlcc prediction of the vehicle speed with at least one of a lower vmin and an upper vmax limit value, respectively, where the lower vmin and upper vmax limit values define a range within which the vehicle speed should be; and -determining at least one reference value based on at least one of the denominator respective comparisons and said first VPIQdJHSWJEt and second vpredynewiaccpredication of the vehicle velocity over the horizon, respectively, said set velocity vset being within said range which is limited by the lower and upper limit values. )
    公开号:SE1151257A1
    申请号:SE1151257
    申请日:2011-12-22
    公开日:2013-06-23
    发明作者:Oskar Johansson；Maria Soedergren；Fredrik Roos
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    102keep the reference speed vfef, that is, for the vehicle to be able to keep the desired oneset-speed vset.
    When cruise control is used in hilly terrain, the cruise control system will try to keep itset set speed vset through uphills and downhills. This can sometimes getas a result of the vehicle accelerating over a crest and also into a descendantdownhill. Then the vehicle will then need to be braked so as not to exceed itset set speed vset, or when the vehicle reaches a speed which corresponds to onespeed vk fl, for which the constant speed brake is activated, which constitutes a fuel-dissolvingway of driving the vehicle. The vehicle may also need to be braked downhill to avoidthen exceed the set set speed vset or the constant speed brake speed vkfbthe vehicle has not accelerated over the crest.
    In order to reduce fuel use, especially on hilly roads, have economicalcruise control such as Scania's Ecocruise® has been developed. The cruise control is tryingappreciate the vehicle's current driving resistance and also have knowledge of the historicalgender resistance. The economic cruise control can also be provided with map data includingtopography information. The vehicle is then positioned on the map using, for example, oneGPS and driving resistance along the road ahead are estimated. In this way, the vehicle'sreference speed vmf is optimized for different road types to save fuel, wherebythe reference speed vref may differ from the set speed vset. In this document is calledcruise control which allows the reference speed to differ from that chosen by the driverset speed vset reference speed control cruise control.
    An example of a further development of an economic cruise control is a "Look Ahead" -cruise control (LACC), ie a strategic cruise control that uses knowledge ofleading road sections, ie knowledge of what the road will look like in the future, in order todetermine the appearance of the reference speed vref. LACC is thus an example of onereference speed regulating cruise control when the reference speed vref is allowed to, within aspeed range [vmilb vmaXL differs from the set speed set by the driver vset forto achieve a more fuel-efficient running.3The knowledge of the road section in front may, for example, consist of knowledge ofprevailing topography, curvature, traffic situation, road work, traffic intensity and road conditions. Furtherthe knowledge may consist of a speed limit for the upcoming wave section, as well as ofa traffic sign next to the scale. This knowledge can, for example, be obtained by means ofpositioning information, such as GPS information (Global Positioning System)information), map information and / or topographic map information, weather reports,information communicated between different vehicles and information communicated viaradio. The knowledge can be used in a variety of ways. For example, knowledge of onefuture speed limitation for the scale is used to achieve fuel efficiencyreductions in speed due to an upcoming lower speed limit. Oncorresponding way can knowledge of a scale sign with information about for example onefuture roundabouts or intersections are also used to brake in a fuel-efficient mannerinfor the roundabout or the intersection.
    For example, a LACC cruise control allows the reference speed vmf to be raised in the face of a precipiceuphill to a level which is above the level of the set speed vset, becausethe motor vehicle is expected to lose speed on the steep uphill slope at grimdof high train weight in relation to the vehicle's engine performance. Correspondingly allowsThe LACC cruise control that the reference speed vref is lowered to a level which is below thethe speed vset infor a steep downhill, as the motor vehicle is expected to come toaccelerate on the steep downhill due to the high train weight. The idea is toit is possible to reduce the deceleration by lowering the entry speed in the hillthe energy and / or the air resistance losses in the downhill slope (which is manifested in injectedamount of fuel before the downhill slope). The LACC cruise control can be reduced in this wayfuel consumption with largely maintained driving time.
    Thus, a reference speed-controlling cruise control, unlike a conventional onecruise control, on hilly terrain actively vary the vehicle's speed. For example, willthe speed in front of a steep downhill slope to be lowered so that the vehicle can use moreof the energy supplied to the vehicle free of charge on the downhill slope instead of slowing it down.
    Furthermore, the speed can be increased in front of a steep uphill slope so as not to let the vehicle droptoo much speed and time.
    Summary of the inventionA problem with reference speed control cruise control is that it is difficult for the control systemto determine how much the cruise control should be allowed to vary the reference speed vref.
    This is because external parameters, such as a traffic situation, a driver temperament anda terrain can also affect which interval is appropriate to allow the reference speedvref vary within for a specific situation. In general, a wider speed range gives onegreater fuel savings, but a wider speed range also results largespeed variations, which can be disruptive to surrounding traffic.
    In the above-mentioned function Scania Ecocruise ® there is a strictly specifiedspeed range, which is specified as lying between the speed limit of the truck(which is often 89 krn / h) and a lower speed which is 20 km / h below the setthe speed. However, the lower speed is never less than 60 km / h.
    US-2003/0221886 relates to a cruise control where speed intervals are set. The system can look aheadand include future downhills and uphills on the calculations. The documentdoes not, however, contain any details as to how this is done in practice.
    DE-10 2005 045 891 relates to a cruise control system for a vehicle in which an interval is set withinwhich speed is allowed to vary. The purpose is, among other things, to take into account the wind conditionsto which the vehicle is exposed.
    JP-2007276542 refers to a cruise control where the speed of the vehicle is allowed to kringctuate around apredetermined speed to reduce fuel consumption.
    The object of the present invention is to provide an improved module and method forcruise control that takes into account future road sections when adapting the vehiclespeed, and in particular to provide a module and method that simplifieshandling and is a user-friendly aid for the vehicle driver. Presentinvention relates to a user interface for such a function.
    According to one aspect of the present invention, at least some of the above are achieveddescribed purposes by utilizing the above-mentioned method of steering a vehiclespeed, which is characterized by:perform a first vpredjnewjet and second vpfedjnewjlcc prediction, respectivelyvehicle speed over a horizon, where said first vpredïnevtret prediction ofthe vehicle speed is based on an engine number Tre, which decelerates the vehicle compared toa conventional cruise control and where said second vpredynewiacc prediction ofthe vehicle speed is based on an engine number Tacc which accelerates the vehicle comparedwith a conventional cruise control;- comparing said first vprecgnewj fl t and second vpædïn fl vkacc prediction ofthe vehicle speed with at least one of a lower vmin and an upper vmax limit value, wherethe lower vmin and upper vmax limits define a range within which the vehiclespeed should be; and- determining at least one reference value based on at least one of saidrespectively comparison and said first vpred_TneW_ret and second vpredjnevtacc respectivelypredicting the vehicle speed over the horizon, where said set speed vset is locatedwithin said range which is limited by the lower and upper limit values vmin andVmax.
    According to one aspect of the present invention, at least some of the above are achieveddescribed purposes by using the above-mentioned module to control a vehiclespeed, which is characterized by:- perform a first vpredjneWJet and second vpfedynewjlcc prediction of avehicle speed over a horizon, where said first vpredynewiret prediction ofthe vehicle speed is based on an engine nominal TM which decelerates the vehicle compared toa conventional cruise control and where said second vpred_Tnew_acc prediction ofThe vehicle speed is based on an engine name Taco, which accelerates the vehicle comparedwith a conventional cruise control;- comparing said first VPIÖQTHÛWJB, respectively second vpred_TneW_aCC prediction ofthe vehicle speed with at least one of a lower vmin and an upper vmax limit value, wherethe lower vmin and upper vmax limits define a range within which the vehiclespeed should be; and- determining at least one reference value based on at least one of saidrespectively comparison and said first vpredjnewjet and second vpæd_TneW_acc, respectivelypredicting the vehicle speed over the horizon, where said set speed vset is locatedwithin said range which is limited by the lower and upper limit values vmin andVmax -Through the regulation according to the invention, the fuel consumption of the vehicle can be minimized,because information about the future path is taken into account. Map data, for example in formof a database on board the vehicle with altitude information, and a positioning system,for example, GPS, provides information about the road topography along the future road, which canused in determining the at least one reference value. The control system is then fedwith the at least one reference value and then regulates the vehicle according to these one or fl erasreference values.
    By using a method, which defines the framework for how the size of the reference value,that is, which defines the lower and upper limit values vmin and vmax whichdelimits the range within which the vehicle's speed should be obtained a predictable androbust method that can quickly calculate reference values which are to be used by the one orfl your control systems in the vehicle.
    According to the present invention, the driver can manually set a set speed vset andthe interval, ie the lower and upper limit values vmin and vmax, respectively, around thethe speed vset where the cruise control is actively allowed to operate. The lower and upper limit values, respectivelyAccording to one embodiment, vmin and vmax may be related to the set speed vset. Thisrelation consists according to different embodiments of a percentage of the set-speed vsct, orof a predetermined velocity value, for example a predetermined number of kni / h related toset speed vset. Different predefined interval widths can also be selected forthe driver.
    These embodiments make the setting of the cruise control parameters a lotuser friendly. The driver can here through one or a couple of very simple entriesdetermine how the speed of the vehicle is to be controlled.
    According to an embodiment of the invention, the interval, i.e. the lower ones, is determinedrespectively the upper limit values vmin and vmax, entered automatically. This setting is based oncalculations of the appropriate interval width, which may, for example, take into account the length of atime slot to a vehicle in front so that the interval width is smaller for a shorttime slot and is larger for a longer time slot.
    The automatic setting of the interval allows the driver to direct his fullattention to the road ahead instead of making entriescruise control system, which of course increases the safety of driving the vehicle.
    Preferred embodiments of the invention are described in the dependent claims and in itdetailed description.
    Brief description of the accompanying figuresIn the following, the invention will be described with reference to the accompanying figures, bywhich:Figure 1 shows a control module according to an embodiment of the invention.
    Figure 2 shows a fate diagram for the steps that the module is adapted to perform according to aembodiments of the invention.
    Figure 3 shows a fl fate diagram for the steps that the module is adapted to perform according to aembodiments of the invention.
    Detailed Description of Preferred Embodiments of the InventionFigure 1 shows a module for controlling the speed of a vehicle according to an aspect of the invention.
    The module comprises an input unit which is adapted to receive a desired speed,that is, a set-speed vset, for the vehicle. The driver can, for example, set aspeed vset that the driver wants the vehicle to pour. The feeding unit can also beadapted to receive entered values for the lower limit value vmin and for the upper one8the limit value vmax. The module also includes a horizon unit that is adapted to determinea horizon H for the future road using map data and position data. HorizonsH contains road segments with at least one property for each road segment.
    The properties of the road boundary can e.g. be its slope, a, iradians.
    In describing the present invention, it is stated that GPS (Global Positioning System)is used to determine position data for the vehicle, but one skilled in the art realizes that others as welltypes of global or regional positioning systems are conceivable to provide position data tothe vehicle. For example, such positioning systems may use radio receivers forto determine the position of the vehicle. The vehicle can also scan with the help of sensorsthe environment and thus determine its position.
    Figure 1 shows how information about the future road is provided to the module as a map(map data) and GPS (position data). The route is sent in pieces via, for example, a CAN bus(Controller Area Network Bus) to the module. The module can be separated from or canbe part of the control system or systems which are to use reference values for regulation. OneAn example of such a steering system is the vehicle's engine steering system. The control system can also beany of the other suitable control systems in the vehicle, such as cruise control,gearbox control systems or other control systems. Usually a horizon is put together for each econtrol systems, since the control systems regulate according to different parameters. Alternatively can alsothe device providing map and positioning system to be part of a system thatshall use reference values for regulation. In the module, the sections for the route are then builttogether in a horizon unit to a horizon and processed by the processor unit to create oneinternal horizon which the control system can regulate according to. The horizon is then constantly being built onwith new routes for the route, which are obtained from the device with GPS and map data, toobtain the desired length of the horizon. The horizon is thus continuously updated duringvehicle travel.
    CAN denotes a serial bus system, specially developed for use in vehicles. CAN-the data bus provides the opportunity for digital data exchange between sensors, control components,actuators, controllers, etc. and ensures that several controllers can access the signals froma specific sensor, to use these to control their connected components. Where andone of the connections to between the units described in figure 1 may be one or twoof a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST busbus (Media Orientated Systems Transport bus), or any other bus configuration;or by a wireless connection.
    The module also includes a calculation unit which is adapted to perform a firstVPrCCLTHSWJEt and other vpred_TneW_aCc prediction of a vehicle speed over ahorizon, where said first vpfedjnewiret prediction of vehicle speed is based on aengine torque Three, which decelerates the vehicle compared to a conventional cruise control andwherein said second vpredjnewiacc prediction of the vehicle speed is based on aengine name Taco which accelerates the vehicle compared to a conventional cruise control.
    The module is further adapted to compare the first vpred_TneW¿et and the second, respectivelyvpfedjnewjlcc prediction of vehicle speed by at least one of a lower vmin andan upper vmax limit value, where the lower vmin and upper vmax limit values define arange within which the vehicle speed should be. According to the present invention is determinedthe lower and upper limit values vmin and vmax, respectively, so that the set speed vset is withinthe range which is limited by these limit values vmin and vmax. How they wonder respectivelyupper limit values vmin and vmax are determined according to different embodiments of the inventionwill be described in more detail below.
    The module is further adapted to determine at least one reference value based onat least one of said respective comparisons and said first VPICCLTHEWJB,respectively other vpmdjnewjlcc prediction of the vehicle speed over the horizon.
    The module is further adapted to provide, for example, by transmitting, saidat least one reference value for a control system in the vehicle, the vehicle being regulated according tosaid at least one reference value. How the predictions of the speeds are performedwill be explained in more detail below.
    The module and / or computing unit comprises at least one processor and onememory device, which are adapted to perform all calculations, predictions and comparisonsof the method according to the invention. The term processor here includes a processor ormicrocomputer, e.g. a Digital Signal Processor (DSP),or a circuit with a predetermined specific function (Application Specific Integrated)Circuit, ASIC). The computing unit is connected to a memory unit, whichprovides the calculation unit e.g. the stored program code and / or the storedthe data calculation unit needs to be able to perform calculations. The calculation unit isalso arranged to store partial or final results of calculations in the memory unit.
    The method of controlling the speed according to the present invention and its variousexecution forums can also be implemented in a computer program, which when executed ina computer, for example the above-mentioned processor, causes the computer to perform the method.
    The computer program is usually a computer program product stored on a digital computerstorage medium, where the computer program is included in a computer program productcomputer readable media. Said computer readable medium consists of a suitable memory, such asfor example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory),EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), andhard disk drive, etc.
    Figure 2 shows a fate diagram for a method which, among other things, includes the steps forthe method according to the invention. Figure 2 includes, in addition to the steps for determiningreference values according to the invention, including steps performed to control the speed of the vehicleaccording to an embodiment of the invention.
    The method comprises obtaining in a first step A) vset, which is a desired set speed whichthe vehicle should hold, and in a second step B) determine a horizon for the future roadusing map data and position data containing road segments with at least oneproperty of each road segment, as well as the lower and upper limit values vmin and vmax,so that the set speed vset is within the range delimited by the lower and upperthe limit values vmin and vmax. The lower and upper limits vmin and vmax can heredetermined based on driver input and / or determined automatically based onparameters such as time slot for vehicles in front. This willdescribed in more detail below.llThen a number of simulation rounds can be performed along the length of the horizon. Onesimulation cycle sj may comprise a number of N simulation steps that can be performed with onepredetermined frequency f. During such a simulation run sj, the steps are performed according tothe invention that:Cl) Perform a first VWCLTHSWJEI prediction of a vehicle speed over a horizon, wheresaid first vpredynewiret prediction of the vehicle speed is based on an engine numberThree which retards the vehicle compared to a conventional cruise control.
    C2) Compare said first vpred_Tn @ W_ret prediction of the vehicle speed withat least one of a lower vmin and an upper vmax limit value, where the lower vmin and upperThe vmax limits define a range within which the vehicle speed should be. Mentionedfirst VPWLTHEWJCI prediction of vehicle speed does not have to be compared hereboth of the lower vmin and the upper vmax limits. According to the present inventionthe lower and upper limit values vm and vmax have values so that the set speed vsetis within the range which is limited by these limit values vmin and vmax.
    C3) Perform a second vpfedjnewjcc prediction of a vehicle speed over a horizon, wheresaid second VPICdJHCwaCC prediction of the vehicle speed is based on aengine name Taco which accelerates the vehicle compared to a conventional cruise control.
    C4) Compare the said second vpredjnewjlcc prediction of the vehicle speed withat least one of a lower vmin and an upper vmax limit value, where the lower vmin and upperThe vmax limits define a range within which the vehicle speed should be. Mentionedother vpred_TneW_aCC prediction of vehicle speed does not have to be compared hereboth of the lower vmin and the upper vmax limits. According to the present inventionthe lower and upper limit values vnu-n and vmax have values so that the set speed vsetis within the range which is limited by these limit values vmin and vmax.12C5) Determine at least one reference value based on at least one of saidrespectively comparisons and said first vpredynewjet and second vprectTnewiacc, respectivelyprediction of vehicle speed over the horizon. According to the present inventionthus, the at least one reference value is determined here based on the lower and upper ones, respectivelythe limit values vmin and vmax have values so that the set speed vset is within the rangewhich is limited by these limit values vmin and vmax.
    In a further step D) is provided, for example by sending it over a CAN bus,then said at least one reference value to a control system in the vehicle, where it is usedto regulate the speed of the vehicle according to said at least one reference value.
    By the method of the present invention, a constant and predetermined is obtainedprocessor load in determining this at least one reference value, for which the drivercan easily set how these reference values are determined by simple entries in the system.
    The set speed vset is thus the driver's input signal related to a desired cruise control speedand the at least one reference value is the value by which the vehicle is regulated.
    Preferably, the at least one reference value is slightly out of a reference speed vmf, areference torque Tref or a reference speed oars.
    The reference speed vmf, which then constitutes at least one reference value, is set toengine speed controller. For traditional cruise control, the reference speed isvref equals the set speed vset as mentioned above, vref = vset. The speed controller controlsthen the vehicle speed based on the reference speed vref by requesting requiredmotor torque from the motor torque regulator. According to the embodiment where at leasta reference value constitutes a reference moment Tref, the reference moment Tmf can be sent directlyto the motor torque regulator. For the embodiments when there is at least one reference valueconstitutes a reference speed oamf, the reference speed oars can be sent directly to the motorspeed regulator.
    By utilizing information about a vehicle's future road, the vehicle'sreference speed vref to the speed controller in the vehicle is regulated in advance for13to save fuel, increase safety and increase comfort. Also other reference values to otherscontrol systems can be regulated, as will be appreciated by a person skilled in the art. The topography has a great impactthe steering of the powertrain in particular for heavy vehicles, as a much larger one is requiredtorque for driving up a hill than for driving downhill, and because it is not possible to driveup steep slopes without changing gears.
    According to the present invention, reference values can be determined in a computationally efficient mannerway. The module which is arranged to carry out the method according to the invention may furthermore be onepart of a control system whose reference value it wants to regulate, but can also be one fromcontrol system stand-alone module.
    The future road is exemplified in this document as a single route for the vehicle,but one skilled in the art realizes that various possible future pathways can be taken in as information viamap and GPS, or other positioning system. The driver can also, for example, registerstart destination and final destination for the planned journey, after which the device usingmap data mm. calculates a suitable route to drive.
    According to an embodiment of the present invention, said first VPIEdJHBWJrespectively other vpfed_Tnew_acc prediction of the vehicle speed are within the rangewhich is delimited by the lower and upper limit values vmin and vmax, respectively. So come onhere the at least one reference value, which can be a reference speed vmf, have onevalue that is within this range, ie that the reference speed vmf is withinan interval limited by the lower and upper limits vmin and vmax, vmin S vmf Svmax. The range also includes the set speed vset, since the range is set around the set speed.speed Vsa; Vnnn S vger S vmax. The reference value that will later be used by the control systemin the vehicle can thus be allowed to vary within this range, when the control modulepredicts an internal horizon for the vehicle's speedAccording to another embodiment of the present invention, said first VPWdJHCWJBtrespectively other vpredjnewiacc prediction of the vehicle speed is allowed to lie at leastpartly outside the range bounded by the lower and upper limit values vmin and vmax.14For example, said second vpmdjnewjcc may be predicting the vehicle speed in a precipiceuphill in which the vehicle will lose speed, reducing deceleration soas much as possible to satisfy that the maximum value of said second vpredjn fl wjccprediction of the vehicle speed is less than or equal to the upper limit value vmaxand to satisfy that the min value of said second vpred_Tnew_acc prediction ofthe vehicle speed is less than or equal to an additional lower limit vming.
    The speed is increased here then in front of the uphill slope so that the vehicle loses less speedHill.
    In other words, the regulation strives to keep the vehicle speed within the range thatbounded by the lower and upper limits vmin and vmax, but one the initialthe speed into the uphill slope can be adjusted according to the invention, which gives a more constantvehicle speed than a conventional cruise control gives for example on hilly roads therethe vehicle is at risk of deceleration and / or acceleration due to its train weight.
    It is advantageous to be able to allow a driver to change speed ranges because differentdrivers have different acceptances for how large the speed range should be. Also for example onetype of road, ie for example number of files on the road, size of road, occurrence oftight curves, the presence of steep slopes, also affect the driver's acceptance ofthe speed range.
    In addition, the driver's mood can also affect the driver's acceptance ofthe size of the speed range, for example, stress can negatively affect the willingness to slow downthe speed of an approaching downhill, as this can be perceived as lostdriving time.Even, for example, large train weight of the vehicle can make the driver want a largespeed range to increase the system's savings potential.
    According to the present invention, the driver can manually set one via the input unitset-speed vset and the interval, that is, the lower and upper limits vminand vmax, around the set speed vset where the cruise control is actively allowed to operate. Preferably setthe limits of the interval with one or fl your buttons in the steering wheel or on the panel.Different predefined interval widths can also be selected for the driver. About a buttonused for input, different levels with different interval widths can be stepped through withrepeated keystrokes. The different interval widths are preferably presented on onedisplay. If instead the input device includes fl your buttons, one of the buttons cancan be used to set the lower limit value vmin and a second button can be used forto set the upper limit value vmax. These buttons are located on the input devicepreferably in connection with a button or the like which is used in the input of the setthe speed vset. One skilled in the art will recognize that essentially any arbitrary suitableinput devices can be used for these inputs, such as buttons, levers, knobs,point cores, menu selection devices, or the like.
    According to an embodiment of the lower and upper limit values vmin and vmx, respectivelythe invention be related to the set speed vset.
    According to a non-limiting example of utilization of levels related to the set speedvset, the driver sets a set speed vset to 80 krn / h and indicates a level, where the levels e.g.are defined as lower and upper conditions in the form of km / h to the set speed:Level Lower ratio Upper ratio vmh, vmxl -5 kIn / h +2 kIn / h VSet-S = 75 glue / ll VSet + 2 = 82 kIII / h2 -7 lim / h +4 kni / h VSet-7 = 73 km / h vset + 4 = 84 kIn / h3 -10 kIn / h +6 kIn / h VSet-IÛ = 70 kIn / h VSe fi- Ö = SÖkIII / hIf the driver in this example selects level 1, this means that the reference speed vmf getsvary between 75 krn / h and 82 krn / h.
    Thus, according to one embodiment, there is a predetermined number of different levels for the rangedelimited between the lower and upper limit values vmin and vmax, where the different levels have16different interval widths related to the set speed vset. Here are the relationships betweenthe set speed vset and the lower and upper limits vmin and vmax respectivelya first and a second predetermined number of km / h during the respective set speed, respectivelyVset-According to another embodiment, the relationships between the set speed vs fi t and those arelower and upper limit values vmin and vmax a first and second predetermined respectivelynumber of percent below and above the set speed vset, respectively. According to this embodiment, they canlower and upper limit values vmin and vmax respectivelydiffer 2-20%, and preferably 4-15%, from the value of the set rate vset.
    According to a non-limiting example of utilization of levels related to the set speedvset, the driver sets a set speed vset to 80 km / h and indicates a level, where the levels e.g.are defined as lower and upper ratios in the form of percent to setspeed vset:Upper forh.
    Level Lower ratio vmh, vmx1 -15% +0% vSet-IZ km / h vset + 0 km / h2 -10% +2% vSet-S krn / h vSei + 1.6 krn / h3 -5% +5% vs fl t-4 km / h vset + 4 krn / hIf the driver in this example chooses your level 1, this means that the reference speed vref getsvary between 68 km / h and 80 km / h.
    These embodiments in which different predefined levels for interval widths make thatthe setting of the cruise control parameters becomes very user-friendly. The driver can herethrough one or a couple of very simple entries determine how the vehicle's speed should becontrolled.
    According to an embodiment of the present invention, the lower and upper limit values mayvmin and vmax are set independently of each other.17According to an embodiment of the invention, the interval, i.e. the lower ones, is determinedrespectively the upper limit values vmin and vmax, entered automatically. This setting is based oncalculations of appropriate range width. If, for example, the vehicle also has an adaptivecruise control (Autonomous Intelligent Cruise Control; AICC) which provides the ability to seta time slot to the vehicle in front, you can also connect this time slot toabove level selection. In this case, a shorter time slot is connected to a level with a small onespeed range (small range width) and a longer time slot to levels that allow largerspeed variations (large interval width).
    The automatic setting of the interval allows the driver to direct his fullattention to the road ahead instead of making entriescruise control system, which of course increases the safety of driving the vehicle.
    Through the methods described above to determine the interval width, the interval can be at its bestsuits the driver, the traffic situation and the terrain can always be obtained in determiningthe reference values. If you connect AICC and interval selection by means of levels, both of these canpreferably set with the same button. The driver can also influence the system himselfwhich increases the driver's acceptance of its function and which increases the willingness to use the systemas an aid in the driving of the vehicle.
    In addition, a so-called retarder cruise control (constant speed brake) in the vehicle is affected bytyniingarna according to the present invention because the limit value vk fi, for whenthe constant speed brake is always activated a value which is higher than the interval determinedaccording to this invention, i.e. than the range delimited by the lower respectiveupper limit values vmin and vmax.
    The fate diagram in Figure 3 shows how the at least one reference value is determined according to aembodiments of the invention. Here is how the method starts in step Sl. Then performedpredictions in step 21 of a first vpredjnewjet and in step 31 of a second, respectivelyvpred_TneW_aCc vehicle speed over the horizon, where said first vpredynewiret predictionof the vehicle speed is based on an engine nominal Wood which decelerates the vehicle comparedwith a conventional cruise control and where said second vpred_Tncw_acc prediction of18The vehicle speed is based on an engine name Taco, which accelerates the vehicle comparedwith a conventional cruise control.
    According to an embodiment of the invention, said first vpredjnewjet is performed respectivelyother vpredjnewiacc prediction of a vehicle speed over the horizon in parallel, that issay essentially simultaneously in different branches of the fl fate scheme of the method as illustrated inFigure 3. According to another embodiment of the invention, said first vpredynewjet is performedrespectively other vpredjnewjlcc prediction of a vehicle speed over the horizonsequentially, that is, sequentially.
    Then, in steps S22 and S32, respectively, the first VPIEXLTHEWJÜ and others are comparedvprediTnew_acc prediction of vehicle speed with at least one of a lower vmin andan upper vmax limit value, where the lower vmin and upper vmax limit values define arange within which the vehicle speed should be. These comparisons are performed in steps S22and S32 in Figure 3.
    According to one embodiment, the comparisons are performed by said first vpredifnewire respectivelysecond vpfedjnewiacc prediction of vehicle speed by at least one of a lower vminand an upper vmax limit value substantially parallel in steps S22 and S32, respectively, such asis shown in Figure 3. According to another embodiment, the comparisons are performed by said firstVPIEdJHEWJQt respectively other vpfedjnewjlcc prediction of vehicle speed withat least one of a lower vmin and an upper vmax limit value sequentially. According tothe present invention has here the lower and upper limit values vmin and vmax, respectivelyvalues so that the set speed vset is within the range which is limited by theselimit values vmin and vmax.
    According to an embodiment of the invention, rules are used to determine whichat least one reference value of the vehicle must be regulated according to. A set of rules is used herethus to determine the value of the at least one reference value.
    According to one embodiment, such a rule states that there is at least one reference value, whichhere consists of the reference speed vmf, determined to a value which represents the set-19the speed vset about both said first vpred_TneW_ret prediction of the vehicle speedfalls below the lower limit of vmin and the said second vprediTnewiacc prediction ofthe vehicle speed exceeds the upper limit value vmax. This is illustrated in step S3 in figure3, where the method applies if both comparisons in steps S22 and S32 are answered with "YES".
    If instead the first vpredjnevtret mentioned prediction of vehicle speed does notfalls below the lower limit value vmin, the method proceeds to step S33, wherethe deceleration (deceleration) is evaluated.
    In step S33, according to one embodiment, the reference speed vmf is determined to a value whichrepresents the first vpredjnevtret predicted vehicle speed of a min valuefor said first vpredñTnew_ret predicted vehicle speed is equal to orexceeds the lower limit value vn fi n and if also a maximum value for said firstvpredjnewjet predicted vehicle speed is equal to or exceeds a furtherupper limit value vmaxg, where the additional upper limit value vmax; is related to a set-speed vset. According to one embodiment, the additional upper limit value vmaxg setsthe speed vset plus a constant cl, vmaxf vset + c1_ According to another embodimentcorresponds to the additional upper limit value vmax; a factor cl multiplied by the setspeed vset, vmaxf vset * cl. For example, this factor c] may have the value 1.02, whichmeans that the additional upper limit value vmaxg is 2% higher than the set speed vset.
    In step S33, according to one embodiment, the reference speed vmf is determined to a value whichcorresponds to the set rate vset of said first VPIQQTHEWÄB, predictedthe vehicle speed is less than the lower vmin limit value and / or is less than thatfurther upper limit vmaxg.
    In step S33, according to one embodiment, the reference speed vmf is determined to a value whichcorresponds to the lower vmin limit value of a minimum value for the first VPIBdJHBWJStpredicted vehicle speed is greater than or equal to the lower vmin limit value andif a maximum value for said first VPICdJHCWJBt predicted vehicle speed isgreater than or equal to the additional upper limit value vmaxg. This is illustrated schematicallyi fi guf 6.
    If instead mentioned second vpredjnewñacc prediction of vehicle speed does notfalls below the lower limit value vmin moves the method on to step S23, wherethe acceleration (increase in speed) is evaluated.
    In step S23, according to one embodiment, the reference speed vmf is determined to a value whichrepresents the second vpmyfnewjlcc predicted vehicle speed of a maximum valuefor said second vpredjn fi wiacc predicted vehicle speed is equal to orfalls below the upper limit value vmax and if also a minimum value for said secondvpred_Tncw_acc predicted vehicle speed is equal to or less than an additionallower limit value vming, where the additional lower limit value vming is related to a setspeed. According to one embodiment, the additional lower limit value corresponds to vming set-the speed vset minus a constant and, vmin2 = vset - cg. According to another embodimentthe additional lower limit value vming corresponds to a factor and multiplied by the setthe speed vset, vmin2 = vsct * and. For example, this factor o; have the value 0.98, whichmeans that the additional upper limit value vmaxg is 2% lower than the set speed vset.
    In step S23, according to one embodiment, the reference speed vref is determined to a value whichcorresponds to the set speed vset if said second vpfedynewjcc predicted vehicle speedis greater than the upper vmax limit value and / or is greater than the additional lowerlimit value vming.
    In step S23, according to one embodiment, the reference speed vref is determined to a value whichcorresponds to the upper vmax limit value of a maximum value for the second vpfedjnewjlccpredicted vehicle speed is less than or equal to the upper vmax limit value andif a minimum value for the second vpredjnevtacc predicted vehicle speed is less thanor equal to the additional lower limit vming. According to an embodiment ofAccording to the invention, the reference speed can also be ramped up to a value whichcorresponds to the additional upper vmaxg limit value.
    It has been described above how different rules can be used to determine after which at least onereference value of the vehicle must be regulated. According to the embodiments described below, use is made21instead cost functions to determine by Which at least one reference value the vehicleto be regulated. In Figure 3, the calculations based on these cost functions are performed in the stepsS23 and S33 respectively. How the cost functions are used in determining itat least one reference value will thus be described in detail below, in connection withfurther embodiments of the present invention.
    According to one embodiment of the present invention, at least one further first is performedvpredïk fi lewiret and other vpredïk fi levtacc prediction of vehicle speed over the horizonin each simulation round sj. Here, a conventional prediction of the vehicle's is first performedspeed vpredfc over the horizon is performed according to a conventional cruise control. Then performedat least one further first prediction of the vehicle speed vpfed_Tk + neW_ret overhorizon, where each of the at least one further first prediction ofvehicle speed vpred_Tk + neW_ret is performed based on a torque required to lowervehicle speed below the conventionally predicted vehicle speed vpfedjc.
    In addition, at least one further second prediction of the vehicle speed is performedvpred_Tk + new_acc over the horizon, where each of the at least one additional otherthe prediction of the vehicle speed vpfed_ïk + new_acc is performed based on a step whichrequired to increase the speed of the vehicle over the conventionally predictedvehicle speed vpredfc, where - the moment at which it at least one further firstVPrQdJkÜIEWJCt and other vpred_Tk + neW_acC predictions are based onsaid conventionally predicted vehicle speed vpredfc in the immediately precedingsimulation round sj_1.
    Thus, according to this embodiment of the invention, a total of five different ones are performed herepredictions of vehicle speed vpredicc, VPIGdÄHCWJCt, vpmdjnew_acc, vpredyk fi lewjet,vpmd_Tk +, wW_acC. Each of these predictions vprednedevtret, vpmdïnewjlcc,VPWCLTMHCWJÜI, vpredïk fl lewjcc of vehicle speed in addition to the conventionalthe prediction vpredicc is performed based on an element which is required to increase the vehicle'sspeed above the first predicted vehicle speed vpmdjc or at a moment whichrequired to lower the vehicle speed below the first predicted vehicle speedvpredfc, where the moment at which it at least one additional first vPfed_Tk + neW_ret respectively22other vpred_Tk + n fl w_acc prediction is based on said conventionalpredicted the vehicle speed vpred_cc in the immediately preceding simulation round sj_1.
    According to one embodiment, other criteria are used to determine another step T,which gives an alternative driving style, to determine when and with which moment T itat least one additional first vp, ed_Tk + neW_ret and second vpredjk fi lewjccthe prediction should be predicted, e.g. when you want special requirements for comfort.
    The prediction of the at least one further first vpredjk fi lewiret respectively secondvpfedjk fl lewjcc prediction preferably involves first doing one or moresimulation steps by utilizing the function of a conventional cruise control, and thendo the rest of the simulation steps with a different step T than that of the conventional onethe cruise control, such as, for example, maximum or minimum torque in the manner described above.
    A total of five different predictions of vehicle speed vpredjc, vpredjnewjet, vpfed fi lewjlcc,vpmttndnewjet, vpfedjk fi lewjcc with different control strategies are thus made according to this embodimentover a limited distance of length L in front of the vehicle, also called the horizon.
    In each such prediction, it is then preferably calculated according to an embodiment ofthe invention's vehicle speed profile v, the vehicle's total energy consumption EN, anddriving time tN.
    The total energy consumption EN for a predicted speed below onesimulation round is calculated using equation 14. Similarly, it is calculatedthe total time tN for a predicted velocity during the simulation run byequation 13. The prediction of the conventional vehicle speed vpfedjc gives ittotal energy consumption denoted Epredjc and the total driving time denotedtpredfc, and decides which of the other control strategies / driving modes should be predicted, in such a way thatdescribed above.
    According to one embodiment, at least one reference value is determined, which here consists ofthe reference rate vref, to a value which represents the set rate vset if bothsaid first vpredjnewjet prediction of vehicle speed falls below limit valuesset directly or indirectly by the driver, for example the lower limit value vmin and23said second vp, ed_TneW_aCc prediction of vehicle speed exceeds the upperthe limit value vmax. This is illustrated in step S3 in Figure 3, where the method goes through bothThe answers in steps S22 and S32 are answered with “YES”.
    The total time tLA_TneW_acC and the total energy consumption ELAJHCWJCC are calculatedduring each simulation round for the second predicted velocity vpredïnevtaccbased on an acceleration. The other vpred_qk + new_acc also predictedthe vehicle speed is predicted as described above, the total time tLAiTk fi lewiaccand the total energy consumption ELA / Tk fi lewjwc for the additional second vpfedjk fi lewjiccpredicted vehicle speed during a simulation run is calculated.
    The acceleration torques can here consist of any suitably high engine torquewhich provides acceleration of the vehicle, such as a work point that has betterefficiency and / or provides a more comfortable acceleration than the maximum torque woulddo.
    The total time tLA_TneW_ret and the total energy consumption ELAJHEWJB, are calculated undereach e simulation round for the first predicted velocity vpredifnewjet, which nowconstitutes the total time and energy consumption, respectively, of the first predictedthe speed vpredjnewjet predicted based on a deceleration. In addition, it is predictedfurther first predicted the vehicle speed vpredjk fi lewjet as above, whereby ittotal time tLA_T1 <+ new_fet And the total energy consumption ELAÄMHQWÄC, for the additionalfirst vpredjkmewjct predicted the vehicle speed, which now constitutes the total timerespectively the energy consumption for the additional first vpfedin fi newiret predictedvehicle speed predicted based on a deceleration, such as for example on a minimummoment. The deceleration moment can, for example, consist of a towing moment, but can alsoconsists of another low engine nominal which gives deceleration, if for example itthe working point has better efficiency and / or provides a more comfortable deceleration thanwhat my moment would do.
    According to an embodiment of the invention, the speed predictions are evaluated by:calculate the cost of at least these predicted vehicle speeds. Thus basedhere the determination of said at least one reference value of at least one evaluation24of a cost for at least one of said first vpredßlevtret, said second vpfed_Tnew_accand an additional first vpredyk fl ïewjet and an additional second vpred_Tk + neW_acC predictionof the vehicle speed by utilizing at least one cost function JTDQWJÛt,JTneW_acc, JTkmewJet, Jnmewjicc. Based on these costs, one of the predictions ofthe vehicle speeds / steering strategies that are best at the moment are identified, whereby oneselection of appropriate predicted vehicle speed / steering strategy can be made.
    The calculation unit described above is preferably adapted to perform thesecalculations. According to one embodiment, the cost functions Jinewjet, JTMWJICC,J Tkmewffet, and J Tianewjicc r ír said first vpfedynewjet, said second vpfedgnewjicc,said further first vp, ed_Tk + neW_ret, and said further second vpred_Tk + neW_retprediction of vehicle speed by weighing their respective energy reduction anddriving time reduction in relation to a conventional prediction of the vehicle's speedvpred fl with a weighting parameter ß according to the cost functions:E I_ LA, Tnew_ret LA, Tnew_retJTnewJe, - i + ß: i (eq. 15)pred _00 tpred _00J _ ELA, Tk + new_ret tLA, Tk + new_ret kTk + new_ret _ E + ß (e V ')pred _00 tpred _00J _ ELA, Tnew_a00 tLA, Tnew_a00 kTnew_a0c _ E ß (e V ')pred _00 tpred _00J _ ELA, Tk + neW_a00 tLA, Tk + neW_a00 kTk + new_a00 _ E + ß (e V ')pred _ 00 pred _ 00The cost functions Jinewjet, JTHQWJIQC, JTk fi IeWJE-t, and Jnmewjlcc are thus normalized withwith regard to the vehicle's predicted driving style according to the Conventional Cruise Control (EPWLCC)and tpredß). Thus, the cost estimates are independent of, for example, the vehicle'spulp. The cost functions are based solely on energy consumption and driving time, andthe vehicle's fuel consumption is not included in the calculations. This means that no modelof the engine's efficiency is needed, which simplifies the calculations in the evaluation ofwhich governance strategy is most advantageous.
    The weighting parameter ß also depends very little on the vehicle weight, mileage and engine type.
    This simplifies the introduction of modes or setting options for the control ofvehicle speed. According to one embodiment, the driver or system may re-select themfor example, wants to reward reduced fuel consumption or reduced driving time by changingweighting parameter ß. This function can be presented to the driver by in auser interface in, for example, the instrument panel in the vehicle presentthe weighting parameter ß or a parameter depending on the weighting parameter ß.
    According to an embodiment of the invention, the cost functions JTnewiret, Jinewjlcc,J Tianewjet, and J Tianewjicc for said first vpfedgnewjet, said second vpfedgnewjcc,said further first VPISdJkHISWJBt, and said further second VPrSCLTMHEWJStprediction of the vehicle speed in a cost-function comparison, after whichsaid at least one reference value is determined based on saidcost function comparison so that the lowest cost is obtained. That is, the reference value wayto that of said first vpred_TneW_ret, said second vpred_TneW_aCc, said furtherfirst vpredjk fi ïewjet, and said further second vpred_Tk + neW_, a prediction ofthe vehicle speed which gives the least cost. This is done in this embodiment in step S23for acceleration and S33 for deceleration (Figure 3).
    According to one aspect of the invention, there is provided a computer software product comprisingcomputer program instructions to cause a computer system in a vehicle to perform the steps according tothe described method, when the computer program instructions are run on said computer system.
    The invention also encompasses a computer program product, where the computer program instructions arestored on a medium readable by a computer system.
    The present invention is not limited to the embodiments described above.
    Various alternatives, modifications and equivalents can be used. Therefore, they do not limitthe scope of the above-mentioned embodiments. The invention is defined by theattached claims.
    权利要求:
    Claims (18)
    [1]
    A method for determining at least one reference value, wherein said at least one reference value indicates how the speed of a vehicle is to be affected and can be used to control at least one control system in a vehicle, characterized by performing the steps of: - performing a first VPIedÄHeWJEt and second vpretgnewjcc, respectively. prediction of a vehicle speed over a horizon, wherein said first vpredynewire prediction of the vehicle speed is based on an engine number Tret which decelerates the vehicle compared to a conventional cruise control and wherein said second vpredjnewjlcc prediction of the vehicle speed is based on a vehicle number Tm the vehicle number Tm. - comparing said first vpredjnewjet and second vpred_Tnew_acc prediction of the vehicle speed with at least one of a lower vmin and an upper vmax limit value, where the lower vmin and upper vnm limit values define a range within which the vehicle speed should be; and -determining at least one reference value based on at least one of said respective comparisons and said first VPIBCLTIIEWJBt and second vpredjnewiacc predictions of the vehicle speed over the horizon, respectively, said set speed vset being within said range which is limited by the lower and upper limit values vmin and VI, respectively.
    [2]
    A method according to claim 1, wherein the lower and upper limit values vmin and vmax for said interval are set manually by the driver via said input unit.
    [3]
    A method according to any one of claims 1-2, wherein there is a predetermined number of different interval widths defined for said interval.
    [4]
    A method according to claim 3, wherein the lower and upper limit values vmin and vmax for each interval width, respectively, consist of a first and a second predetermined number of km / h, respectively, during the respective set speed vset.
    [5]
    The method of claim 3, wherein the lower and upper limits, respectively, vmin 10 15 20 25 30 27 and vmax for Each interval width are a first and second predetermined number of percent, respectively, below the respective set speed vset.
    [6]
    A method according to claim 1, wherein the lower and upper limit values vmin and vmax are set automatically based on calculations of the appropriate interval width.
    [7]
    The method of claim 6, wherein the interval width of said interval is automatically adjusted based on a time slot of a vehicle in front so that the interval width is smaller for a short time slot and is larger for a longer time slot.
    [8]
    A method according to any one of claims 1-7, wherein it is compared in said comparison if said first vpredynewire and second vprediTnewjïcc prediction of the vehicle speed meet at least one of the criteria in the group of: - said first VPICdJHEWJCt prediction of the vehicle speed is less than or equal to said upper limit value vmax, vpred_ïnew_fet í vmax; when second vpr fl d_Tnew_acc prediction of the vehicle speed is less than or equal to said upper limit value vmax, vpred_TneW_aCC 5 vmax - said first vpredjnewiret prediction of the vehicle speed is greater than or equal to said lower limit value vmin, vpr; and - said second vpredjnewiacc prediction of the vehicle speed is greater than or equal to said lower limit value vmin, vpred_TneW_aCC 2 vmin.
    [9]
    Module arranged for determining at least one reference value, wherein said at least one reference value indicates how the speed of a vehicle is to be affected and can be used to control at least one control system in a vehicle, characterized by a calculation unit arranged to: - perform a first VPIÉCLTHcWJCt and second vpred_ Kinaw_acc prediction of a vehicle speed over a horizon, wherein said first vpfediTnewiret prediction of the vehicle speed is based on an engine number Tre, which decelerates the vehicle compared to a conventional cruise control and where said second vpredynewjlcc prediction of the vehicle speed is based on the vehicle speed. cruise control; Comparing said first VPWCLTHEWJB and second vp, respectively, ed_TneW_acC prediction of the vehicle speed with at least one of a lower vmin and an upper vmax limit value, where the lower vmin and upper vmax limit values define a range within which the vehicle speed should be ; and determining at least one reference value based on at least one of said respective comparisons and said first VPWCLTHeWJet and second vpmdjnevtacc prediction of the vehicle speed over the horizon, respectively, said set speed VM being within said range which is limited by the lower and upper limit values vmin and Vmax, respectively.
    [10]
    A module according to claim 9, wherein the lower and upper limit values vmin and vmax for said interval, respectively, are set manually by the driver via said input unit.
    [11]
    A module according to any one of claims 9-10, wherein there is a predetermined number of different interval widths defined for said interval.
    [12]
    A module according to claim 11, wherein the lower and upper limit values vmin and vmax for each interval width, respectively, consist of a first and a second predetermined number of krn / h, respectively, below and above the set speed respectively.
    [13]
    A module according to claim 11, wherein the lower and upper limit values vmin and vmax for each interval width, respectively, consist of a first and a second predetermined number of percent below the respective overset speed vset, respectively.
    [14]
    The module of claim 9, wherein the lower and upper limit values vmin and vmax, respectively, are set automatically based on calculations of the appropriate interval width.
    [15]
    The module of claim 14, wherein the interval width of said interval is automatically adjusted based on a time slot of a vehicle in front so that the interval width is smaller for a short time slot and is larger for a longer time slot. 10 15 20 25 29
    [16]
    A module according to any one of claims 9-15, wherein the module is arranged to compare in said comparison of said first VPTCdÄnEWJSI and other vpred Kinawiacc prediction of the vehicle speed, respectively, meets at least one of the criteria in the group of: - said first vpfedjnewiret prediction of vehicle speed is less than vehicle or equal to said upper limit value vmax, VPIEdJHEWJÜt 5 vmax; - said second vpredynewiacc prediction of the vehicle speed is less than or equal to said upper limit value vmax, vpredynewjlcc í vmax - said first VPIÉdJHeWJet prediction of the vehicle speed is greater than or equal to said lower limit value vmin, vpredynewgfet Zpr; and - said second vpr fl d_Tnew_acc prediction of the vehicle speed is greater than or equal to said lower limit value vmin, vpred_TneW_aCc 2 vmin.
    [17]
    A computer program product, comprising computer program instructions for causing a computer system in a vehicle to perform the steps of the method according to any of claims 1-8, when the computer program instructions are run on said computer system.
    [18]
    The computer program product of claim 17, wherein the computer program instructions are stored on a computer system readable medium.
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    同族专利:
    公开号 | 公开日
    SE536265C2|2013-07-23|
    US20140343818A1|2014-11-20|
    EP2794378A1|2014-10-29|
    WO2013095238A1|2013-06-27|
    EP2794378A4|2016-04-27|
    KR20140107588A|2014-09-04|
    KR101604063B1|2016-03-16|
    BR112014012327A2|2017-05-30|
    US9193264B2|2015-11-24|
    EP2794378B1|2020-09-30|
    CN104010911A|2014-08-27|
    RU2014130073A|2016-02-10|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1151257A|SE536265C2|2011-12-22|2011-12-22|Method and module for controlling a vehicle's speed through simulation|RU2014130073A| RU2014130073A|2011-12-22|2011-12-22|METHOD AND MODULE FOR DETERMINING AT LEAST A SINGLE REFERENCE VALUE FOR VEHICLE CONTROL SYSTEM|
    SE1151257A| SE536265C2|2011-12-22|2011-12-22|Method and module for controlling a vehicle's speed through simulation|
    US14/367,509| US9193264B2|2011-12-22|2011-12-22|Method and module for determining of at least one reference value for a vehicle control system|
    EP11877823.2A| EP2794378B1|2011-12-22|2011-12-22|Method and module for determining of at least one reference value for a vehicle control system|
    BR112014012327A| BR112014012327A2|2011-12-22|2011-12-22|method and module for determining at least one reference value for a vehicle control system|
    KR1020147020631A| KR101604063B1|2011-12-22|2011-12-22|Method and module for determining of at least one reference value for a vehicle control system|
    PCT/SE2011/051577| WO2013095238A1|2011-12-22|2011-12-22|Method and module for determining of at least one reference value for a vehicle control system|
    CN201180075678.0A| CN104010911A|2011-12-22|2011-12-22|Method and module for determining of at least one reference value for vehicle control system|
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