CN101925497A - 用于运行混合动力车辆的方法及混合动力车辆 - Google Patents

用于运行混合动力车辆的方法及混合动力车辆 Download PDF

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CN101925497A
CN101925497A CN2008801253166A CN200880125316A CN101925497A CN 101925497 A CN101925497 A CN 101925497A CN 2008801253166 A CN2008801253166 A CN 2008801253166A CN 200880125316 A CN200880125316 A CN 200880125316A CN 101925497 A CN101925497 A CN 101925497A
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driver element
gear unit
mixed power
vehicle
motor vehicle
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CN101925497B (zh
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佩尔·鲁特奎斯特
利萨·埃利希
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Volvo Truck Corp
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Volvo Technology AB
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electromagnetism (AREA)
  • Physics & Mathematics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

本发明涉及一种混合动力车辆和用于运行混合动力车辆(50)的方法，该混合动力车辆(50)至少包括：第一驱动单元(12)和联接到第一驱动单元(12)的第二驱动单元(16)，其中第二驱动单元(16)在制动混合动力车辆(50)期间回收动能；传动单元(18)，该传动单元(18)能够联接到第一驱动单元(12)和/或第二驱动单元(16)；和驱动轴(24)。提出根据由第二驱动单元(16)在再生制动期间回收的能量的期望的量或者在再生制动预期开始前的预定的时间段来改变传动单元(18)的传动比。

Description

用于运行混合动力车辆的方法及混合动力车辆
技术领域
本发明涉及一种根据独立权利要求所述的用于运行混合动力车辆的方法及混合动力车辆。
背景技术
现有技术中已知具有多个驱动单元的混合动力车辆，所述驱动单元例如是内燃机和联接到内燃机的电机。当混合动力车辆减速时，可通过将电机作为发电机运行来回收动能，且将回收的动能储存在储存装置内，所述储存装置例如是电池、超级电容等。电机可用于车辆的停止—启动运行模式。US7,131,510B2公开了一种混合动力车辆的停止—启动运行模式。在停止阶段期间，内燃机从电机且从驱动系统分离且停机。在随后的启动阶段中，发动机通过现在作为马达运行的电机自动地再次启动，且再连接到驱动系统。驱动系统在启动阶段期间切换到预定的档位。
发明内容
本发明的目的是提供一种用于运行混合动力车辆的方法，该方法允许提高动能的回收。另一个目的是提供一种混合动力车辆，该混合动力车辆提供了有效的能量回收。
该任务通过独立权利要求的特征实现。其他权利要求和说明书公开了本发明的有利实施例。
提出了一种混合动力车辆的运行方法，所述车辆至少包括：第一驱动单元和联接到所述第一驱动单元的第二驱动单元，其中第二驱动单元可回收混合动力车辆的动能；传动单元，该传动单元能够联接到第一驱动单元和/或第二驱动单元，用于驱动驱动轴。
提出根据由第二驱动单元在再生制动期间回收的期望能量或者在再生制动预期开始前的预定的时间段来改变传动单元的传动比。在制动期间，第二驱动单元在再生制动模式中被驱动，且将车辆的动能转换为可储存能量形式，所述可储存能量可用于启动或推进内燃机，例如转换为储存在电池或超级电容器内的电能，或转换为飞轮的动能。
具体地，第一驱动单元能够是内燃机且第二驱动单元能够是电机，所述电机能够以马达模式运行，以驱动驱动轴和/或发动机，且能够以发电机模式运行，其中当驱动轴驱动电机时动能可作为电能储存。优选地，传动单元能够是手自一体变速器或自动变速器。
电机在发电机模式中转速越高，则由电机回收的能量的量越高。通过将电机在尽可能高的转速下运行，可最大化能量回收。这可通过在制动期间使用传动单元的低档位即高传动比实现。然而，对于联接到传动单元的内燃机情况相反。在驱动中高档位导致发动机的较低的损失，而低档位导致较高的损失。有利地，通过在制动期间使用低档位，电机能够以如同驱动期间当档位选择为优化发动机的运行时的较高的转速运行。通过增大传动比，即切换到较低的档位，在再生制动期间所回收的能量的量可增加。通过检查传动单元的档位是否可降低以有利于电机的转速，可避免从高档位开始制动，所述高档位对于降低发动机损失有利，但当电机作为发电机运行时也降低了再生制动期间的能量回收。
优选地，可检查由第二驱动单元回收的能量能否与传动单元的实际设定相比在制动期间通过改变传动单元的传动比而增加，且如果由第二驱动单元回收的能量可增加则改变传动比。如果传动比已处于其最大值，则传动比不能进一步增加。
然而，如果认识到增大传动比对于第二驱动单元的能量回收不利，则省略换档。例如，如果已设置为最低档位，不能执行向更低档位的换档，或如果能量储存器存满或几乎存满而可能不期望回收能量。在此情况中，可能甚至期望通过减小传动比和切换到较高的档位来降低由第二驱动单元回收的能量的量。在优选的替代中，甚至对于已满的能量储存器，切换到较低的档位可能是有利的，因为用作第二驱动单元的电机的较高转速可改进将一个或两个驱动单元用于制动的可能性，且因此降低制动盘上、车轮上的磨损。
有利的是，能够在制动车辆前开始改变传动比和/或使第一驱动单元停机。使第一驱动单元停机意味着切断向第一驱动单元的燃料供给，且将第一驱动单元从驱动轴断开，即从传动单元且从第二驱动单元断开，优选通过打开离合器实现。在一个优选的实施例中，第二驱动单元和驱动轴之间的传动单元的传动比可切换到对于最大化由第二驱动单元回收的能量有利的值，例如通过执行向较低档位的换档且因此增加用作第二驱动单元的电机的转速来实现。因此，车辆的制动实际上以有利的传动比开始，即向期望的低档位的换档已完成或至少大部分已完成，且将能量回收的时间损失最小化。例如，如果电机用作第二驱动单元，则在换档所需的时间期间，根本不能通过电机回收能量。通过将第一驱动单元分离，可在给定的速度下使用较高的传动比，因为第二驱动单元在作为电机的情况中可在第一驱动单元是内燃机的情况中以高于第一驱动单元的转速运行。当不需要将第一驱动单元和第二驱动单元的速度同步时，换档可更简单且更快速地完成。因此，通过早期使第一驱动单元停机，可避免再生制动期间的不利的换档。
根据有利的方法步骤，第一驱动单元的停机可主动地通过驾驶员抑制。有经验的驾驶员通常足够早地知道何时车辆必须减速或停止。在此情况中，驾驶员能够通过在预期的制动前激活致动器来开始停机。例如，可通过由制动踏板激活的信号开始停机，具体地在将制动踏板连续地压下，以用于将车辆实际制动前通过轻压制动踏板而开始停机。在车辆的合适的驱动模式中，制动踏板的轻压可识别为开始停机的要求。有经验的驾驶员可在实际制动过程开始前立即进行此工作，即第一驱动单元的停机可例如至少在制动前500ms开始，优选地至少在制动前一秒开始。这导致不仅通过因第二驱动单元而改进的能量回收，而且通过因切断燃料供给而使第一驱动单元早期停止来节约能量。
补充地或替代地，第一驱动单元的停机可通过由驾驶员操作的开关激活的信号而开始。开关能够是电子开关或机械开关，且能够具有任何形式，例如按键开关、滑动单元、杆等。开关可有利地布置在转向单元处，例如方向盘或操纵杆等处，且可优选地通过驾驶员的手激活。
传动单元的档位可选择为用于制动。优选地，当第一驱动单元的停机开始时，传动单元能够切换到较低的档位，因此增加其间可回收能量同时制动车辆的时间。
优选地，第一驱动单元的停机可在预期的制动前至少500ms开始。
根据本发明的另一优选实施例，补充地或另外地，可提供预测值用于混合动力车辆的估计的决定参数，例如与速度相关的参数等。决定参数也可以是由数学函数列出的变量，例如质量乘以速度。优选地，如果预测值产生超过预定极限的决定参数，则传动单元可切换到较低的档位。这样的估计的决定参数例如可以是制动持续时间、车辆在制动前后的速度、车辆质量、道路坡度等。如果例如估计的持续时间长或速度改变大，或例如道路坡度长，则可早期开始使第一驱动单元停机以及换档。也可以将用于确定是否期望换档的这样的参数组合。这能够自动地完成，而无驾驶员的介入或与由驾驶员在制动车辆前发出的用于停机的要求组合，如上所述。
优选地，如果预测值产生超过预定极限的参数，则传动单元可切换到较高的传动比，例如较低的档位。例如，预定极限可以是最小时间跨度。如果制动被估计为长于此时间跨度，则可决定期望进行换档。在此情况中，车辆将减速到比其先前的行驶速度和/或正在下坡的移动速度更低的速度，因此对于相当长的时间提供可被回收和储存的大量的动能。如果可预测车辆将长时间制动或速度将大改变，则换档可通过最优方式完成，优选地尽早完成。当车辆实际制动时，第二驱动单元可利用制动阶段且回收能量。如果考虑速度改变，则预定的时间跨度可以是最小的速度改变。如果速度改变预计为较大，则换档可假定是期望的。如果道路倾斜或车辆的质量大，则速度改变以及制动持续时间可受到这些参数的影响。
特别地，预测值可基于混合动力车辆的实际位置数据，例如GPS系统。例如，如果识别到道路交叉口或停车区或其速度降低的区域，或其处行驶中的车辆下降的实际道路，则制动过程将主要可能保持较长的时间。传动单元的传动比可通过第二驱动单元设定为对于能量回收有利的状态。
预测值可替代地或补充地从混合动力车辆的行驶统计数据中获取。如果车辆频繁地行驶在相同的路段和/或车辆频繁地由具有特定的驾驶风格的相同的驾驶员驾驶，例如运动型驾驶员或舒适型驾驶员，或早制动或晚制动的驾驶员，则预测值可调整到特定的单独类型。
根据本发明的另一个方面，提出了一种混合动力车辆，所述混合动力车辆至少包括：第一驱动单元和联接到所述第一驱动单元的第二驱动单元，其中第二驱动单元在混合动力车辆制动期间回收动能；传动单元，该传动单元能够联接到第一驱动单元和/或第二驱动单元；和驱动轴。提出了设置用于在再生制动期间根据由第二驱动单元回收的期望能量来改变传动单元的传动比的单元。优选地，第一驱动单元能够是内燃机，且第二驱动单元能够是电机。如果期望将电机的能量回收最大化，则可增大传动比。如果期望降低回收的能量的量，则可将传动比降低或维持在实际值。
优选地，设置有致动器，该致动器用于在车辆制动前开始改变传动比和/或使第一驱动单元停机。如果在再生制动期间回收的能量的量应增加，则有利的是尽可能早地执行换档，以最大化其间能够回收能量的时间跨度。
优选地，致动器可联接到制动踏板。在行驶模式中，在驾驶员压下制动踏板用于制动前，轻压制动踏板可解释为要求使第一驱动单元停机。替代地或补充地，致动器联接到驾驶员可接近的按键。
传动单元可有利地布置在第二驱动单元和第一驱动单元之间的驱动系内。传动单元可有利地是手自一体变速器或自动变速器。传动单元的控制算法影响由第二驱动单元回收的能量的量，例如通过由提供选择的档位来影响第二驱动单元的转速而进行。
优选地，离合器可设置在第一驱动单元和驱动系之间。当发出停机要求时，第一驱动单元可停机且及早从驱动系分离，因此通过节约燃料而节约能量。
有利地，可设置预测单元，该预测单元用于提供估计的决定参数的预测值，例如在制动期间的速度改变等。
预测单元能够联接到位置检测系统，该位置检测系统允许估计车辆的决定参数的位置，例如车辆制动阶段的持续时间。有利地，预测单元能够联接到提供驾驶统计数据的数据源。因此，决定参数的估计可适于单独的驾驶员和/或车辆的特定的位置。
附图说明
本发明与以上所述的任务和其他任务以及优点可从如下的实施例详细描述中最好地理解，但不限于这些实施例，其中附图为：
图1示意性地示出了根据本发明的优选的混合动力车辆；
图2示意性地示出了根据本发明的用作要求使第一驱动单元停机的优选的致动器的制动踏板；
图3示意性地示出了根据本发明的第一优选运行方法的流程图；并且
图4示意性地示出了根据本发明的第二优选运行方法的流程图。
具体实施方式
在附图中，相同的或类似的元件以相同的附图标记表示。附图仅是示意性的表示，而不意于给出本发明的具体参数。此外，附图意图仅典型地描绘本发明的实施例，因此不应考虑为限制本发明的范围。
图1图示了根据本发明的优选的混合动力车辆50的示意性草图。混合动力车辆50包括驱动系10，所述驱动系10带有优选为内燃机的第一驱动单元12，和优选为电机的第二驱动单元16，所述第二驱动单元16布置在第一驱动单元12的输出轴14上。传动单元18可联接到第一驱动单元12和/或第二驱动单元16。可被驱动的车轮30连接到驱动轴24。混合动力车辆50的另外的车轮32可以是不可被驱动的车轮或可被驱动的车轮(四轮驱动)。
第一离合器20布置在第一驱动单元12和第二驱动单元16之间，且选择性的，第二离合器22布置在第二驱动单元16和传动单元18之间。传动单元18能够是由传动控制单元(未示出)控制的手自一体变速器或自动变速器。如果第一离合器20断开且第二离合器22闭合，则第二驱动单元16可由从动车轮30通过驱动轴24驱动。在电机作为第二驱动单元16的情况中，电机处于发电机模式且将动能转换为电能，所述电能储存在例如电池的储存单元26内。如果第一离合器20闭合且选择的第二离合器断开，则第二驱动单元16可作为启动马达工作，且通过转动输出轴14来启动第一驱动单元12。替代地，如果不存在第二离合器22，则传动单元18可处于其空档，用于使用第二驱动单元16来启动第一驱动单元12。在此情况中，如果第一离合器20闭合且传动单元18处于其空档状态，则第一驱动单元12和第二驱动单元16从驱动系10的剩余部分分离。因此，第二驱动单元16可例如通过转动第一驱动单元12的输出轴14来启动第一驱动单元12。
控制单元28a设置为检查在制动期间传动单元18的传动比是否应增加或降低。这样的控制单元28a可例如是微处理器。如果传动比应增加以增加第二驱动单元16的转速，则传动比通过选择合适的档位改变，特别是通过选择比第一驱动单元12的实际行驶模式更低的档位。预测单元28b设置为估计决定参数，例如混合动力车辆50的制动持续时间。单元28a、28b可集成为传动单元控制器，该控制器控制传动单元18的实际功能。
设置致动器40用于在制动车辆50前开始使第一驱动单元12停机。致动器40可替代地或补充地联接到驾驶员(未示出)可接近的按键，所述按键通过手来激活。如通过图2中的示例表示，致动器40可联接到制动踏板。驾驶员可在有效制动过程开始前通过轻压制动踏板发出使第一驱动单元12停机的要求。第一驱动单元12例如通过切断燃料供给而停机，且通过断开第一离合器20从驱动系10分离。传动单元18和第二驱动单元16之间的第二离合器22闭合，使得驱动轴24驱动第二驱动单元16，所述第二驱动单元16回收减速中车辆50的动能。
如果不存在第二离合器22，则第一驱动单元12停机，例如通过切断燃料供给而停机，且通过断开第一离合器20从驱动系10分离。第二驱动单元16现在固定地联接到传动单元18，因为不存在第二离合器22且驱动轴24驱动第二驱动单元16，所述第二驱动单元16回收车辆50的动能。
现在参考图3，在图1和图2的视图中，流程图100描绘了根据本发明的当再生制动期间回收的能量应增加时的车辆50的第一优选运行方法。根据此实施例，如果在步骤102中预期在实际制动前进行短时间的制动，则可在步骤104中当驾驶员变得意识到需要制动车辆50时由驾驶员开始使第一驱动单元12停机。驾驶员例如通过轻压实施为制动踏板的致动器40(图2)来使第一驱动单元12停机。在发出此第一驱动单元12的停机要求时，在步骤106中例如通过控制单元28a检查是否可进行换档，例如是否可在传动单元18中选择较低的档位。如果不可以换到更低的档位，则驾驶员在步骤110中准备好而不进行换档，且可以制动或巡航。如果可换档到较低的档位，则在步骤108中选择且施加较低的档位。通过执行向较低档位的换档，第二驱动单元16的转速由于较低档位的增加的传动比而增加。优选地，较低的档位选择为允许第二驱动单元16以高于第一驱动单元12的正常驱动模式的速度旋转，且因此允许更有效地回收动能。
当驾驶员要求使第一驱动单元12停机后，有利地尽可能快速开始换档。因此，在步骤110中已准备好后，当驾驶员开始压下制动踏板以用于制动车辆时，换档已完成或至少已几乎完成。有经验的驾驶员通常要求在实际制动开始前至少500ms进行第一驱动单元12的此停机。例如，驾驶员可大约在制动前一秒或数秒时开始使第一驱动单元12停机。如果要求换档或至少几乎在大约500ms后完成换档，则在制动开始前将存在至少500ms的减速。换档的实际时间可取决于变速箱的类型、被切换的特定档位和制动前后施加的转矩而变化。在最坏的情况中，制动时间可能持续两秒。
如果不要求换到更低的档位、而是要求换到更高的档位以降低再生制动期间的能量，则可在步骤108中进行向更高档位的换档。
结合到图1和图2来参考图4，图中描绘了根据本发明的混合动力车辆50的第二优选运行方法的流程图200。根据此实施例，在制动动作过程中，如果预期到制动(步骤202)，且制动可预测到制动将持续较长的时间期间(步骤204)，则以优选的方式且优选尽可能快速地进行换档。可在联接到预测单元28b的数据库内，例如在通过控制单元28a联接到传动单元18的数据库内为决定参数的估计提供预测值，所述决定参数例如为混合动力车辆50的制动持续时间。
选择较低的档位且转移到步骤206中。如果不能换档，例如当已施加最低档位时，则车辆制动器在准备步骤208后不换档。例如，驾驶员可在制动前一秒或数秒开始使第一驱动单元12停机。如果换档将要求例如大约500ms，则在制动开始前或使用例如电机的第二驱动单元16存在至少另外的500ms的减速，以在制动前驱动车辆。
决定参数的预测，例如制动持续时间和/或速度改变的预测可基于地图信息和/或例如为GPS的定位系统或通过使用车辆50和/或驾驶员的驾驶统计数据来进行。较低的档位允许第二驱动单元16在较高的转速下工作，这增加了回收的能量。
在驾驶员要求使第一驱动单元12停机后，有利地尽可能快速地开始换档。因此，当实际制动开始时，换档已完成或至少已几乎完成。换档的开始可无驾驶员的介入或与图3中所述的运行方法组合。然而，如果不期望向较低档位的换档，而是期望向较高档位的换档，则此换档可在步骤206中执行。
本发明允许在再生制动期间通过设立电机，即第二驱动单元16的高转速来有效地回收混合动力车辆50的动能。另外，可通过在制动车辆50前甚至开始早期停机来降低内燃机，即第一驱动单元12的燃料消耗。另一个优点是降低了在车辆的车轮的盘式制动器上的磨损。第二驱动单元16能够吸收投入到车轮制动中的更多的转矩。

Claims (21)

1.一种用于运行混合动力车辆(50)的方法，所述混合动力车辆(50)至少包括：
第一驱动单元(12)和联接到所述第一驱动单元(12)的第二驱动单元(16)，其中，所述第二驱动单元(16)在对所述混合动力车辆(50)进行制动的期间回收动能；
传动单元(18)，所述传动单元(18)能够联接到所述第一驱动单元(12)和/或所述第二驱动单元(16)；和
驱动轴(24)；
其特征在于，根据所述第二驱动单元(16)在再生制动期间所回收的期望能量、或是根据所述再生制动的预期开始前的预定时间段，来改变所述传动单元(18)的传动比。
2.根据权利要求1所述的方法，其特征在于，在对所述车辆(50)进行制动之前开始改变所述传动比。
3.根据前述权利要求中一项所述的方法，其特征在于，如果期望增加所述第二驱动单元(16)所回收的能量，则增大所述传动比。
4.根据前述权利要求中一项所述的方法，其特征在于，如果期望减少所述第二驱动单元(16)所回收的能量，则减小所述传动比。
5.根据前述权利要求中一项所述的方法，其特征在于，在对所述车辆(50)进行制动之前开始使所述第一驱动单元(12)停机。
6.根据权利要求5所述的方法，其特征在于，由驾驶员主动开始使所述第一驱动单元(12)停机。
7.根据权利要求6所述的方法，其特征在于，通过激活致动器(40)开始使所述第一驱动单元(12)停机。
8.根据权利要求6或7所述的方法，其特征在于，通过由制动踏板和/或由所述驾驶员操作的开关所激活的信号开始使所述第一驱动单元(12)停机。
9.根据前述权利要求中一项所述的方法，其特征在于，在预期的制动前至少500毫秒时开始使所述第一驱动单元(12)停机。
10.根据前述权利要求中一项所述的方法，其特征在于，提供用于所述混合动力车辆(50)的估计决定参数的预测值，特别是提供用于对所述混合动力车辆(50)进行制动的估计持续时间的预测值。
11.根据权利要求10所述的方法，其特征在于，如果所述预测值产生超过预定极限的决定参数、特别是如果用于制动的所述持续时间的预测值高于预定的极限，则所述传动单元(18)切换到较低的档位。
12.根据权利要求10或11所述的方法，其特征在于，所述预测值基于所述混合动力车辆(50)的实际位置数据和/或驾驶统计数据。
13.一种混合动力车辆(50)，所述混合动力车辆(50)至少包括：
第一驱动单元(12)和联接到所述第一驱动单元(12)的第二驱动单元(16)，其中，所述第二驱动单元(16)在对所述混合动力车辆(50)进行制动的期间回收动能；
传动单元(18)，所述传动单元(18)能够联接到所述第一驱动单元(12)和/或所述第二驱动单元(16)；和
驱动轴(24)；
其特征在于，设置控制单元(28a)，所述控制单元(28a)用于根据所述第二驱动单元(16)在所述再生制动期间所回收的期望能量、或是根据所述再生制动的预期开始前的预定时间段，来改变所述传动单元(18)的传动比。
14.根据权利要求13所述的车辆，其特征在于，设置致动器(40)，所述致动器(20)用于在对所述车辆(50)进行制动之前开始改变所述传动比和/或使所述第一驱动单元(12)停机。
15.根据权利要求14所述的车辆，其特征在于，所述致动器(40)联接到制动踏板和/或驾驶员可用的开关。
16.根据权利要求13至15中一项所述的车辆，其特征在于，设置控制单元(28a)，所述控制单元(28a)用于检查：通过改变所述传动单元(18)的传动比，是否能够增加所述第二驱动单元(16)在制动期间所回收的能量；且如果所述第二驱动单元(16)回收的能量能够增加，则改变所述传动比。
17.根据权利要求13至16中一项所述的车辆，其特征在于，所述传动单元(18)在驱动系(10)内布置于所述第二驱动单元(16)与从动车轮(30)之间。
18.根据权利要求13至17中一项所述的车辆，其特征在于，所述传动单元(18)是手自一体变速器或自动变速器。
19.根据权利要求13至18中一项所述的车辆，其特征在于，在所述第一驱动单元(12)与所述驱动系(10)之间设置至少一个离合器(20；20，22)。
20.根据权利要求13至19中一项所述的车辆，其特征在于，设置预测单元(28b)，所述预测单元(28b)用于提供所述车辆(50)的估计决定参数的预测值。
21.根据权利要求20所述的车辆，其特征在于，所述预测单元(28b)联接到位置检测系统和/或联接到提供驾驶统计数据的数据源。
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