CN113819234A - Gear shifting auxiliary control method and vehicle - Google Patents
Gear shifting auxiliary control method and vehicle Download PDFInfo
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- CN113819234A CN113819234A CN202110951059.9A CN202110951059A CN113819234A CN 113819234 A CN113819234 A CN 113819234A CN 202110951059 A CN202110951059 A CN 202110951059A CN 113819234 A CN113819234 A CN 113819234A
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- 238000000034 method Methods 0.000 title claims abstract description 33
- 230000005540 biological transmission Effects 0.000 claims description 20
- 238000012544 monitoring process Methods 0.000 claims description 9
- 230000000694 effects Effects 0.000 description 2
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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Abstract
The invention belongs to the technical field of vehicles, and particularly relates to a gear shifting auxiliary control method and a vehicle, which comprise the following steps: acquiring a current gear signal and a target gear signal of a gearbox, and a first current rotating speed signal and a target rotating speed signal of an engine; judging whether the gear difference value of the current gear signal and the target gear signal is greater than or equal to a preset gear difference value or not; judging whether a first rotation speed difference value of the first current rotation speed signal and the target rotation speed signal is greater than or equal to a first preset rotation speed difference value or not according to the result that the gear difference value is greater than or equal to the preset gear difference value; and controlling the engine to start engine braking according to the result that the first rotating speed difference value is greater than or equal to the first preset rotating speed difference value. The invention can effectively solve the problem of longer power interruption time in the gear shifting process due to slower natural speed reduction of the engine under the condition of no intervention of a gearbox, and optimizes user experience.
Description
Technical Field
The invention belongs to the technical field of vehicles, and particularly relates to a gear shifting auxiliary control method and a vehicle.
Background
This section provides background information related to the present disclosure only and is not necessarily prior art.
In the gear shifting process of an AMT (automated manual transmission), the gear jumping process is frequent, but in the gear jumping process, the change of the speed ratio of the transmission is overlarge, the rotating speed of an engine is required to be reduced more, but the rotating speed reduction of the engine after the torque of the engine is cleared to zero can only depend on natural speed reduction, the rotating speed of an input shaft of the transmission can depend on a friction plate to assist in speed reduction, the rotating speed of the input shaft of the transmission is reduced to a target rotating speed when the rotating speed of the engine is equal, the waiting time is longer when the rotating speed difference is larger, and the time for a driver to subjectively feel power interruption is longer.
Disclosure of Invention
The invention aims to at least solve the problem of poor user experience caused by long power interruption time when the manual-automatic gearbox jumps in the prior art, and the aim is realized by the following technical scheme:
a first aspect of the invention provides a shift assist control method including the steps of:
acquiring a current gear signal and a target gear signal of a gearbox, and a first current rotating speed signal and a target rotating speed signal of an engine;
judging whether the gear difference value of the current gear signal and the target gear signal is greater than or equal to a preset gear difference value or not;
judging whether a first rotation speed difference value of the first current rotation speed signal and the target rotation speed signal is greater than or equal to a first preset rotation speed difference value or not according to the result that the gear difference value is greater than or equal to the preset gear difference value;
and controlling the engine to start engine braking according to the result that the first rotating speed difference value is greater than or equal to the first preset rotating speed difference value.
The gear-shifting auxiliary control method provided by the invention is used for identifying whether the engine needs to be started for braking or not based on the gear difference by acquiring the current gear signal and the target gear signal of the gearbox and the first current rotating speed signal and the target rotating speed signal of the engine, judging whether the engine needs to be started for braking or not based on the difference value of the current rotating speed signal and the target rotating speed signal, and actively controlling by the ECU, so that the problem that the power interruption time is longer in the gear-shifting process due to the fact that the engine is naturally decelerated slowly under the condition that the gearbox does not intervene can be effectively solved, the deceleration slope of the engine is improved, and the gear-shifting time is shortened.
In addition, according to the shift assist control method of the present invention, the following additional technical features may be provided:
in some embodiments of the present invention, said controlling said engine to turn on engine braking further comprises, as a result of said first speed difference being greater than or equal to said first preset speed difference, the steps of:
acquiring a second current rotating speed signal of the engine;
judging whether a second rotation speed difference value of the second current rotation speed signal and the target rotation speed signal is smaller than a second preset rotation speed difference value or not;
and controlling the engine to stop engine braking according to the result that the second rotation speed difference value is smaller than the second preset rotation speed difference value.
In some embodiments of the present invention, said controlling the engine to turn on the engine brake according to a result that the first rotation speed difference is equal to or greater than the first preset rotation speed difference comprises:
judging whether the first rotation speed difference value is greater than or equal to a third preset rotation speed difference value or not according to the result that the first rotation speed difference value is greater than or equal to the first preset rotation speed difference value;
controlling the engine to start first-level engine braking according to the result that the first rotating speed difference value is smaller than the third preset rotating speed difference value;
controlling the engine to start secondary engine braking according to the result that the first rotating speed difference value is greater than or equal to the third preset rotating speed difference value;
wherein the braking force of the primary engine brake is less than the braking force of the secondary engine brake.
In some embodiments of the present invention, said controlling said engine to start one stage of engine braking according to the result that said first rotational speed difference is smaller than said third preset rotational speed difference further comprises:
intermittently acquiring a plurality of engine rotating speed signals and a plurality of rotating speed signals of an input shaft of a gearbox according to a preset time interval;
calculating an engine speed reduction slope according to the plurality of engine speed signals, and calculating a gearbox input shaft speed reduction slope according to the plurality of gearbox input shaft speed signals;
and controlling the switch of the engine brake according to the ratio of the engine speed reduction slope to the gearbox input shaft speed reduction slope.
In some embodiments of the invention, said controlling engine off engine braking based on a result of said engine speed droop slope being greater than said transmission input shaft speed droop slope comprises the steps of:
acquiring a third current rotating speed signal of the engine according to the result that the rotating speed falling slope of the engine is greater than the rotating speed falling slope of the input shaft of the gearbox;
calculating a third rotation speed difference value of the third current rotation speed signal and the target rotation speed signal;
controlling the engine to stop engine braking according to the result that the third rotating speed difference value is smaller than a fourth preset rotating speed difference value;
and controlling the engine brake to maintain the opening state according to the condition that the engine rotating speed descending slope is smaller than or equal to the gearbox input shaft rotating speed descending slope and/or the third rotating speed difference is larger than or equal to the fourth preset rotating speed difference.
In some embodiments of the present invention, said controlling said engine to turn on secondary engine braking further comprises, as a result of said first speed difference being greater than or equal to said third preset speed difference, the steps of:
acquiring a fourth current rotating speed signal of the engine;
calculating a fourth rotation speed difference value of the fourth current rotation speed signal and the target rotation speed signal;
and controlling the engine to stop engine braking according to the result that the fourth rotation speed difference value is smaller than a fifth preset rotation speed difference value.
In some embodiments of the present invention, the obtaining the first current speed signal and the target speed signal of the engine comprises the steps of:
acquiring an output shaft rotating speed signal and a target gear transmission ratio signal of the gearbox;
calculating a product of the output shaft speed signal and the target gear ratio signal, the target speed signal being derived from the product.
A second aspect of the invention proposes a vehicle comprising:
an engine;
the AMT gearbox is in transmission connection with the engine;
an engine speed sensor for monitoring the speed of the engine;
the gearbox output shaft rotating speed sensor is used for monitoring the rotating speed of the output shaft of the AMT;
a control unit for executing the shift assist control method according to any one of claims 1 to 7, wherein the control module is electrically connected with the engine, the AMT, the engine speed sensor and the transmission output shaft speed sensor respectively, and the control unit controls the engine to be turned on or off for braking according to the gear shifting condition of the AMT.
The vehicle according to the second aspect of the present invention has the same advantages as the shift assist control method according to the first aspect of the present invention, and details thereof are not described herein.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like parts are designated by like reference numerals throughout the drawings. In the drawings:
fig. 1 schematically shows a flow chart of a shift assist control method according to an embodiment of the invention.
Fig. 2 schematically shows a block diagram of a vehicle according to an embodiment of the invention.
The reference symbols in the drawings denote the following:
10: control unit, 11: an engine, 12: gearbox, 13: engine speed sensor, 14: gearbox output shaft speed sensor, 15: and a speed sensor of the input shaft of the gearbox.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
It is to be understood that the terminology used herein is for the purpose of describing particular example embodiments only, and is not intended to be limiting. As used herein, the singular forms "a," "an," and "the" may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," "including," and "having" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order described or illustrated, unless specifically identified as an order of performance. It should also be understood that additional or alternative steps may be used.
Although the terms, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as "first," "second," and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, an element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.
For convenience of description, spatially relative terms, such as "inner", "outer", "inner", "side", "lower", "below", "upper", "above", and the like, may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "below" or "beneath" other elements or features would then be oriented "above" or "over" the other elements or features. Thus, the example term "below … …" can include both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
As shown in fig. 1 and 2, a first aspect of the invention proposes a shift assist control method including the steps of:
acquiring a current gear signal and a target gear signal of a gearbox, and a first current rotating speed signal and a target rotating speed signal of an engine;
judging whether the gear difference value of the current gear signal and the target gear signal is greater than or equal to a preset gear difference value or not;
judging whether a first rotation speed difference value of the first current rotation speed signal and the target rotation speed signal is greater than or equal to a first preset rotation speed difference value or not according to the result that the gear difference value is greater than or equal to the preset gear difference value;
and controlling the engine to start engine braking according to the result that the first rotating speed difference value is greater than or equal to the first preset rotating speed difference value.
It is understood that the current gear signal and the target gear signal of the transmission, and the first current rotational speed signal and the target rotational speed signal of the engine can be obtained by a vehicle ECU connection sensor, and the calculation and the judgment can be processed by a calculation module of the ECU.
The gear-shifting auxiliary control method provided by the invention is used for identifying whether the engine needs to be started for braking or not based on the gear difference by acquiring the current gear signal and the target gear signal of the gearbox and the first current rotating speed signal and the target rotating speed signal of the engine, judging whether the engine needs to be started for braking or not based on the difference value of the current rotating speed signal and the target rotating speed signal, and actively controlling by the ECU, so that the problem that the power interruption time is longer in the gear-shifting process due to the fact that the engine is naturally decelerated slowly under the condition that the gearbox does not intervene can be effectively solved, the deceleration slope of the engine is improved, and the gear-shifting time is shortened.
In some embodiments of the present invention, the method further comprises the following step of controlling the engine to start the engine brake according to the result that the first rotation speed difference is greater than or equal to the first preset rotation speed difference:
acquiring a second current rotating speed signal of the engine;
judging whether a second rotation speed difference value of the second current rotation speed signal and the target rotation speed signal is smaller than a second preset rotation speed difference value or not;
and controlling the engine to stop engine braking according to the result that the second rotation speed difference value is smaller than the second preset rotation speed difference value.
The step is used for judging whether the engine brake needs to be quitted or not based on the difference value of the actual rotating speed and the target rotating speed when the engine brake is in effect, so that the delay of pushing out the engine brake or the gear shifting impact of the vehicle is avoided.
In some embodiments of the present invention, controlling the engine to turn on the engine brake as a result of the first rotational speed difference being equal to or greater than a first preset rotational speed difference comprises:
judging whether the first rotation speed difference value is greater than or equal to a third preset rotation speed difference value or not according to the result that the first rotation speed difference value is greater than or equal to the first preset rotation speed difference value;
controlling the engine to start first-stage engine braking according to the result that the first rotating speed difference value is smaller than the third preset rotating speed difference value;
controlling the engine to start secondary engine braking according to the result that the first rotating speed difference value is greater than or equal to a third preset rotating speed difference value;
the braking force of the first-stage engine braking is smaller than that of the second-stage engine braking, whether the first-stage braking or the second-stage braking is started is judged according to the rotating speed difference, the engine braking effect is optimized, and the user experience is improved.
In some embodiments of the present invention, the controlling the engine to start the first engine brake further comprises, as a result of the first speed difference being less than the third preset speed difference:
intermittently acquiring a plurality of engine rotating speed signals and a plurality of rotating speed signals of an input shaft of a gearbox according to a preset time interval;
calculating an engine speed reduction slope according to the plurality of engine speed signals, and calculating a gearbox input shaft speed reduction slope according to the plurality of gearbox input shaft speed signals;
and controlling the switch of the engine brake according to the ratio of the speed reduction slope of the engine to the speed reduction slope of the input shaft of the gearbox.
And monitoring the speed reduction slope of the input shaft of the gearbox in the speed reduction process to judge whether the input shaft needs to exit in advance, so as to prevent the speed reduction of the engine from exceeding the speed of the input shaft of the gearbox, and further prevent secondary speed regulation.
In some embodiments of the invention, controlling the engine to turn off the engine brake based on a result of the engine speed droop slope being greater than a transmission input shaft speed droop slope comprises:
acquiring a third current rotating speed signal of the engine according to the result that the rotating speed reduction slope of the engine is greater than the rotating speed reduction slope of the input shaft of the gearbox;
calculating a third rotation speed difference value of the third current rotation speed signal and the target rotation speed signal;
controlling the engine to stop braking according to the result that the third rotating speed difference value is smaller than the fourth preset rotating speed difference value;
and controlling the engine brake to maintain the opening state according to the condition that the engine rotating speed descending slope is smaller than or equal to the gearbox input shaft rotating speed descending slope and/or the third rotating speed difference is larger than or equal to the fourth preset rotating speed difference.
And in the process of rotating speed reduction, the engine braking is quitted in advance according to the difference value between the current rotating speed of the engine and the target rotating speed, so that the current rotating speed is prevented from being reduced to exceed the target rotating speed.
In some embodiments of the present invention, the method further comprises the step of controlling the engine to start secondary engine braking according to the result that the first rotation speed difference is greater than or equal to the third preset rotation speed difference:
acquiring a fourth current rotating speed signal of the engine;
calculating a fourth rotation speed difference value of the fourth current rotation speed signal and the target rotation speed signal;
and controlling the engine to stop braking according to the result that the fourth rotating speed difference value is smaller than the fifth preset rotating speed difference value.
In some embodiments of the present invention, obtaining a first current speed signal and a target speed signal of the engine comprises the steps of:
acquiring an output shaft rotating speed signal and a target gear transmission ratio signal of a gearbox;
and calculating the product of the output shaft rotating speed signal and the target gear transmission ratio signal, wherein the target rotating speed signal is obtained by the product.
A second aspect of the invention proposes a vehicle comprising:
an engine 11;
the AMT gearbox 12 is in transmission connection with the engine 11;
an engine speed sensor 13 for monitoring the speed of the engine 11;
a gearbox output shaft speed sensor 14 for monitoring the output shaft speed of the AMT gearbox 12;
a transmission input shaft speed sensor 15 for monitoring the input shaft speed of the AMT transmission 12;
a control unit 10, the control unit 10 being adapted to perform a shift assist control method according to any of claims 1 to 7, the control module 10 being electrically connected to the engine 11, the AMT gearbox 12, the engine speed sensor 13, the gearbox output shaft speed sensor 14 and the gearbox input shaft speed sensor 15, respectively, the control unit controlling the engine 10 to switch on or off engine braking depending on the gear shifting situation of the AMT gearbox 12.
The vehicle according to the second aspect of the present invention has the same advantages as the shift assist control method according to the first aspect of the present invention, and details thereof are not described herein.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are also included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (8)
1. A shift assist control method characterized by comprising the steps of:
acquiring a current gear signal and a target gear signal of a gearbox, and a first current rotating speed signal and a target rotating speed signal of an engine;
judging whether the gear difference value of the current gear signal and the target gear signal is greater than or equal to a preset gear difference value or not;
judging whether a first rotation speed difference value of the first current rotation speed signal and the target rotation speed signal is greater than or equal to a first preset rotation speed difference value or not according to the result that the gear difference value is greater than or equal to the preset gear difference value;
and controlling the engine to start engine braking according to the result that the first rotating speed difference value is greater than or equal to the first preset rotating speed difference value.
2. The shift assist control method according to claim 1, characterized by further comprising, after controlling the engine to turn on engine braking in accordance with a result that the first difference in rotational speed is equal to or greater than the first preset difference in rotational speed, the steps of:
acquiring a second current rotating speed signal of the engine;
judging whether a second rotation speed difference value of the second current rotation speed signal and the target rotation speed signal is smaller than a second preset rotation speed difference value or not;
and controlling the engine to stop engine braking according to the result that the second rotation speed difference value is smaller than the second preset rotation speed difference value.
3. The shift assist control method according to claim 1, characterized in that the controlling of the engine to turn on the engine brake in accordance with the result that the first rotation speed difference is equal to or greater than the first preset rotation speed difference includes the steps of:
judging whether the first rotation speed difference value is greater than or equal to a third preset rotation speed difference value or not according to the result that the first rotation speed difference value is greater than or equal to the first preset rotation speed difference value;
controlling the engine to start first-level engine braking according to the result that the first rotating speed difference value is smaller than the third preset rotating speed difference value;
controlling the engine to start secondary engine braking according to the result that the first rotating speed difference value is greater than or equal to the third preset rotating speed difference value;
wherein the braking force of the primary engine brake is less than the braking force of the secondary engine brake.
4. The shift assist control method according to claim 3, characterized by further comprising, after controlling the engine to start one-stage engine braking as a result of the first rotational speed difference being smaller than the third preset rotational speed difference, the steps of:
intermittently acquiring a plurality of engine rotating speed signals and a plurality of rotating speed signals of an input shaft of a gearbox according to a preset time interval;
calculating an engine speed reduction slope according to the plurality of engine speed signals, and calculating a gearbox input shaft speed reduction slope according to the plurality of gearbox input shaft speed signals;
and controlling the switch of the engine brake according to the ratio of the engine speed reduction slope to the gearbox input shaft speed reduction slope.
5. The shift assist control method according to claim 4, wherein the controlling of the engine to turn off the engine brake according to the result that the engine speed down slope is larger than the transmission input shaft speed down slope includes the steps of:
acquiring a third current rotating speed signal of the engine according to the result that the rotating speed falling slope of the engine is greater than the rotating speed falling slope of the input shaft of the gearbox;
calculating a third rotation speed difference value of the third current rotation speed signal and the target rotation speed signal;
controlling the engine to stop engine braking according to the result that the third rotating speed difference value is smaller than a fourth preset rotating speed difference value;
and controlling the engine brake to maintain the opening state according to the condition that the engine rotating speed descending slope is smaller than or equal to the gearbox input shaft rotating speed descending slope and/or the third rotating speed difference is larger than or equal to the fourth preset rotating speed difference.
6. The shift assist control method according to claim 3, characterized by further comprising, after controlling the engine to turn on secondary engine braking as a result of the first rotational speed difference being equal to or greater than the third preset rotational speed difference, the steps of:
acquiring a fourth current rotating speed signal of the engine;
calculating a fourth rotation speed difference value of the fourth current rotation speed signal and the target rotation speed signal;
and controlling the engine to stop engine braking according to the result that the fourth rotation speed difference value is smaller than a fifth preset rotation speed difference value.
7. The shift assist control method according to claim 1, wherein the acquiring a first current rotation speed signal and a target rotation speed signal of an engine includes the steps of:
acquiring an output shaft rotating speed signal and a target gear transmission ratio signal of the gearbox;
calculating a product of the output shaft speed signal and the target gear ratio signal, the target speed signal being derived from the product.
8. A vehicle, characterized by comprising:
an engine;
the AMT gearbox is in transmission connection with the engine;
an engine speed sensor for monitoring the speed of the engine;
the gearbox output shaft rotating speed sensor is used for monitoring the rotating speed of the output shaft of the AMT;
the gearbox input shaft rotating speed sensor is used for monitoring the rotating speed of the input shaft of the AMT;
a control unit for executing the shift assist control method according to any one of claims 1 to 7, the control module being electrically connected to the engine, the AMT, the engine speed sensor, the transmission output shaft speed sensor and the transmission input shaft speed sensor, respectively, the control unit controlling the engine to turn on or off engine braking according to the gear shifting condition of the AMT.
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| CN202110951059.9A CN113819234A (en) | 2021-08-18 | 2021-08-18 | Gear shifting auxiliary control method and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115013520A (en) * | 2022-06-17 | 2022-09-06 | 潍柴动力股份有限公司 | AMT gearbox intermediate shaft brake control method, device and controller |
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| US6113516A (en) * | 1999-01-14 | 2000-09-05 | Eaton Corporation | Adaptive automated transmission upshift control |
| CN1280926A (en) * | 1999-07-19 | 2001-01-24 | 易通公司 | Self adaptive and self speed change gear for top gear control |
| CN113124148A (en) * | 2021-04-20 | 2021-07-16 | 潍柴动力股份有限公司 | Gear shifting control method and device |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115013520A (en) * | 2022-06-17 | 2022-09-06 | 潍柴动力股份有限公司 | AMT gearbox intermediate shaft brake control method, device and controller |
| CN115013520B (en) * | 2022-06-17 | 2024-05-17 | 潍柴动力股份有限公司 | AMT gearbox intermediate shaft braking control method, device and controller |
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Application publication date: 20211221 |