CN115217962B - Engine torque compensation control method and system in gear shifting torque interaction stage - Google Patents
Engine torque compensation control method and system in gear shifting torque interaction stage Download PDFInfo
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- CN115217962B CN115217962B CN202210836185.4A CN202210836185A CN115217962B CN 115217962 B CN115217962 B CN 115217962B CN 202210836185 A CN202210836185 A CN 202210836185A CN 115217962 B CN115217962 B CN 115217962B
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- 230000003993 interaction Effects 0.000 title claims abstract description 38
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- 230000005540 biological transmission Effects 0.000 claims description 11
- 238000009499 grossing Methods 0.000 claims description 8
- 230000036461 convulsion Effects 0.000 claims description 7
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Classifications
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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
- F16H61/04—Smoothing ratio shift
- F16H61/0437—Smoothing ratio shift by using electrical signals
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
- F16H63/502—Signals to an engine or motor for smoothing gear shifts
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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
- F16H2061/0075—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 a particular control method
- F16H2061/009—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 a particular control method using formulas or mathematic relations for calculating parameters
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The invention relates to the technical field of automobile wire harness detection, and provides an engine torque compensation control method in a gear shifting torque interaction stage, which comprises the following steps: s1, calculating an impact value at the current moment when the vehicle is in a torque interaction stage during starting clutch gear shiftingAnd predicts the impact value at the next momentS2, detecting the impact value at the next momentWhether or not it is greater than the threshold value of the degree of impactIf the detection result is yes, acquiring a torque compensation value of the engine; s3, outputting torque of the engine at the next moment is the sum of the current torque and the torque compensation value. The invention reduces the impact degree generated by real acceleration through dynamically compensating engine torque, and the cycle comparison of the predicted value of the impact degree and the threshold value of the impact degree at the next moment forms closed-loop control for correcting the engine torque.
Description
Technical Field
The invention relates to the technical field of engine torque, and provides an engine torque compensation control method and system in a gear shifting torque interaction stage.
Background
With the improvement of an electronic intelligent control method of an automobile and the improvement of a control level, a dual clutch type automatic transmission (DCT) is a mechanical automatic transmission which appears in recent years, and the advantages of high gear shifting speed, power interruption-free gear shifting, high transmission efficiency and the like are increasingly paid attention to, so that a DCT gearbox is matched with a household passenger car in a main engine factory at present.
The automatic gearbox is divided into a powered upshift, a powered downshift, an unpowered upshift and an unpowered downshift according to working conditions in the gear shifting process according to the difference between positive and negative engine driving torque and the difference between lifting gears. The starting of the accelerator stepping by the customer is mainly powered upshift, and the specific gear shifting time sequence is divided into an oil filling stage, a torque interaction stage (torque item), a speed interaction stage (speed phase), a clutch disengagement value KP point, a clutch complete disengagement, a gear shifting terminal stage, a terminal stage slope curve and a gear shifting terminal.
The launch and shift control technique is a key technique for a dual clutch automatic transmission DCT control system. In order to keep driving dynamics and gear shifting rotating speed of the DCT gearbox, an engine pedal MAP adopts a strategy of front constant torque (namely, the engine pedal MAP is kept at a certain rotating speed and is not attenuated) and rear Duan Heng power (namely, the power is not attenuated and the torque is correspondingly reduced along with the increase of the rotating speed), the front constant torque ensures engine dynamics and responsiveness, and the rear Duan Heng power mainly attenuates the pedal MAP torque at a certain speed in the earlier stage of gear shifting torque interaction, so that the degree of starting and gear shifting rotating speed is ensured to be reduced; meanwhile, the rear Duan Heng power can drive at a constant speed at a stable throttle due to self-adjusting torque balance between the engine and the clutch. The attenuation slope is different under different throttle opening degrees, and the larger the throttle opening degree is, the larger the attenuation slope is; the throttle opening is less than or equal to 25 percent, and (10-25 Nm)/(500 r/min) can be used; under 30% -50% of accelerator opening, the method can use (20-35 Nm)/(500 r/min); the throttle opening of more than 50 percent can be reduced by (20-40 Nm)/(500 r/min) and attenuated, the specific value is regulated by a real vehicle, and the teaching aim is that the speed up-rushing of the gear shifting speed item is controlled in the range of 150-400 r/min. In the actual gear shifting process, in order to reduce the DCT gear shifting up-rush speed, the shorter and better the time of the gear shifting torque interaction phase is, the different time of the torque phase of each gearbox manufacturer is, and the key core technology is also realized according to hardware and software strategies. However, the shorter the time, the larger the 1-gear and 2-gear speed ratio difference of the DCT gearbox is, the general 2-gear speed ratio is 55-65% of the 1-gear speed ratio, so that the shorter the gear shifting time is, the gear shifting torque adopts a constant power strategy, the 1-gear and 2-gear speed ratio difference causes the acceleration of the whole vehicle to be obviously reduced, the acceleration under different accelerator opening degrees is higher than 50% in torque phase, the whole vehicle can sense obvious whole vehicle impact, and the driving experience is poor.
Disclosure of Invention
The invention provides an engine torque control method in a gear shifting torque interaction stage, and aims to improve impact force when a vehicle is in gear shifting of a starting clutch.
The invention discloses an engine torque compensation control method in a gear shifting torque interaction stage, which comprises the following steps:
s1, calculating an impact value at the current moment when the vehicle is in a torque interaction stage during starting clutch gear shiftingAnd predicts the impact value +.>
S2, detecting the impact value at the next momentWhether or not it is greater than the threshold value of the degree of impact->If the detection result is yes, acquiring a torque compensation value of the engine;
s3, outputting torque of the engine at the next moment is the sum of the current torque and the torque compensation value.
Further, the impact value at the next time i+1The estimation formula is specifically as follows:
wherein k is a smoothing coefficient, and generally the value is between 0.1 and 0.4, and the smoothing coefficient k is based on the current rotation speed and the accelerator opening.
Further, the impact value at the current momentThe calculation formula of (2) is specifically as follows:
J si ＝da′ i /dt
wherein a' i And (5) representing the acceleration of the whole vehicle after the current moment i is filtered, and t representing the duration.
Further, the arithmetic average of n acceleration nearest to the current moment is adopted to output the current acceleration a of the ESP module i The specific formula for filtering is as follows:
a′ i ＝a i-(n-1) +a i-(n-2) +…+a i /n
a′ i representing the acceleration of the whole vehicle after the current moment i is filtered, a i-(n-1) Representing the overall vehicle acceleration output by the ESP module at historic time i- (n-1).
Further, the torque interaction stage determination conditions at the time of gear shifting of the starting clutch are specifically as follows:
the vehicle is in a launch state, the dual clutch transmission DCT is in D-range, and there is a shift operation.
Further, the impact threshold value of the next moment is determined based on the accelerator opening degree and the vehicle speed at the current moment
Further, based on the impact difference at the next momentAnd determining a compensation value of the engine torque by the current accelerator opening Wped.
Further, the impact degree at the current moment is calculatedAlso comprises
Whole vehicle acceleration a output to ESP module i The effectiveness judgment is carried out, and the current acceleration a of the whole vehicle is judged i After being effective, the impact degree at the current moment is calculated
Further, when the vehicle is in the plateau region, the output engine torque compensation value is corrected again based on the engine torque altitude dilution compensation coefficient k, wherein the engine torque altitude dilution compensation coefficient k is calculated by the altitude and rotation speed compensation coefficient k 1 Altitude and inflation efficiency correction compensation coefficient k 2 Composition, k=k 1 ·k 2 And k is more than or equal to 1.
The invention is realized by an engine torque compensation control system of torque interaction stage during gear shifting, which is characterized in that the system comprises:
the TCU control module is used for the DCT of the double clutch gearbox, the input end is in communication connection with the ESP module through a CAN line, the output end is in communication connection with the ECU of the engine controller,
the ESP module uses CAN signal to accelerate the whole vehicle at the current moment i Sending to a TCU control module; when the vehicle is in a torque interaction stage when a starting clutch is shifted, the TCU control module calculates the engine torque at the next moment of the engine based on the engine torque compensation control method of the torque interaction stage when the gear is shifted and sends the engine torque to the engine controller ECU, and the engine controller controls the output torque of the engine based on the calculated engine torque.
According to the torque compensation control method for the starting and shifting process of the double-clutch automatic transmission, provided by the invention, under the condition of not increasing any hardware cost, the starting related control strategy of the transmission is reasonably optimized, the shifting smoothness of the transmission under the starting working condition is ensured, the shifting quality of the double-clutch transmission is improved, and the user experience is improved.
Drawings
FIG. 1 is a flow chart of an engine torque compensation control method for a torque interaction stage during clutch shifting according to an embodiment of the present invention;
fig. 2 is a schematic diagram of an engine torque compensation control system in a torque interaction stage during clutch shifting according to an embodiment of the present invention.
Detailed Description
The following detailed description of the invention refers to the accompanying drawings, which illustrate preferred embodiments of the invention in further detail.
The invention reduces the impact degree generated by real acceleration through dynamically compensating engine torque, and the cycle comparison of the predicted value of the impact degree and the threshold value of the impact degree at the next moment forms closed-loop control for correcting the engine torque.
Fig. 1 is a flowchart of an engine torque compensation control method in a torque interaction stage during clutch gear shifting according to an embodiment of the present invention, where the method specifically includes the following steps:
s1, calculating an impact value at the current moment when the vehicle is in a torque interaction stage during starting clutch gear shiftingAnd predicts the impact value +.>
In the embodiment of the invention, the torque interaction stage judgment conditions during starting clutch gear shifting are specifically as follows:
the vehicle is in a starting state, the dual clutch transmission DCT is in a D gear, a gear shifting operation is performed, the vehicle is mainly switched from a 1 gear to a 2 gear, and other gears can be opened for use if torque needs to be compensated.
In the embodiment of the invention, the acceleration a of the whole vehicle is based on the current moment i Calculating the impact degree at the current moment, and adding the whole vehicleSpeed a i Impact degree J at the current moment output by ESP module si The calculation formula of (2) is specifically as follows:
J si ＝da i /dt；
wherein a is i The method comprises the steps of obtaining a smooth acceleration curve, guaranteeing the whole vehicle acceleration moment trend, predicting the impact degree at the next moment, filtering the acceleration output by the ESP module, and filtering the current acceleration output by the ESP module in an arithmetic average mode of n acceleration nearest to the current moment, wherein t represents the duration, and the specific formula is as follows:
a′ i ＝a i-(n-1) +a i-(n-2) +…+a i /n
a′ i representing the acceleration of the whole vehicle after the current moment i is filtered, a i-(n-1) The whole vehicle acceleration output by the ESP module at the historical moment i- (n-1) is represented, the impact degree is calculated based on the filtered acceleration, and the calculation formula is specifically as follows:
J si ＝da′ i /dt；
in the embodiment of the invention, the impact value at the next moment i+1The estimation formula is specifically as follows:
wherein k is a smoothing coefficient, the value of the smoothing coefficient is generally between 0.1 and 0.4, the smoothing coefficient k is based on the current rotating speed and the accelerator opening, and before the use, the MAP of the rotating speed and the accelerator is calibrated through a real vehicle, and the larger the rotating speed and the larger the accelerator opening are, the smoothing coefficient k is generally larger.
In the embodiment of the invention, the acceleration a of the whole vehicle based on the current moment i Before calculating the impact degree at the current moment, the whole vehicle acceleration a output to the ESP module i The effectiveness judgment is carried out, and the effectiveness judgment mainly comprises the step of judging the currently output whole vehicle acceleration a i Whether the numerical value of (2) is reasonable or not, whether the data format is correct or not, and only judging the current acceleration a of the whole vehicle i After being effective, the acceleration a of the whole vehicle at the current moment can be calculated i And the method is used for calculating the impact degree at the current moment.
S2, detecting the impact value at the next momentWhether or not it is greater than the threshold value of the degree of impact->If the detection result is yes, acquiring a torque compensation value of the engine;
in an embodiment of the invention, the impact thresholdThe method is based on the throttle opening and the speed of the vehicle at the current moment, and before the method is used, the impact threshold value of the throttle opening and the speed of the vehicle at different speeds of the vehicle are required to be calibrated in advance>Generally, the greater the vehicle speed, the greater the jerk threshold +.>The larger the accelerator opening is, the larger the impact threshold value is at the same vehicle speed>The larger.
In the embodiment of the invention, the impact degree difference value is based on the next momentAnd the current accelerator opening Wped determines the compensation value of the engine torque, and before the engine torque is used, different impact degree difference delta J needs to be calibrated in advance i+1 And torque compensation value under accelerator opening degree, impact degree difference delta J i+1 The larger the torque compensation value, the larger the difference deltaj in the same jerk i+1 The larger the lower accelerator opening, the larger the corresponding torque compensation value.
In the embodiment of the invention, when the vehicle is in a plateau area, the output engine torque compensation value is corrected again based on an engine torque plateau dilution compensation coefficient k (k is larger than or equal to 1) to compensate the power attenuation of the plateau of the engine, wherein the engine torque plateau dilution compensation coefficient k consists of two parts, and comprises: altitude and rotational speed compensation coefficient k 1 Altitude and inflation efficiency correction compensation coefficient k 2 ，k＝k 1 ·k 2 Altitude and rotational speed compensation coefficient k 1 MAP and altitude and charge efficiency correction compensation coefficient k 2 The MAP of (2) is calibrated in the plateau region by the real vehicle, the response speeds of different engines are different, and if the response is good, the engine can set k to 1, or the partial region can set k to 1, which means that no additional compensation of plateau torque is needed.
S3, outputting torque of the engine at the next moment is the sum of the current torque and the torque compensation value.
Fig. 2 is a schematic structural diagram of an engine torque compensation control system in a torque interaction stage during clutch shifting according to an embodiment of the present invention, and for convenience of explanation, only a portion related to the embodiment of the present invention is shown, where the system includes:
the TCU control module is used for the DCT of the double clutch gearbox, the input end is in communication connection with the ESP module through a CAN line, the output end is in communication connection with the ECU of the engine controller,
the ESP module uses CAN signal to accelerate the whole vehicle at the current moment i Sending to a TCU control module; when the vehicle is in a torque interaction stage when a starting clutch is shifted, the TCU control module calculates the engine torque at the next moment of the engine based on the engine torque compensation control method of the torque interaction stage when the gear is shifted and sends the engine torque to the engine controller ECU, and the engine controller controls the output torque of the engine based on the calculated engine torque.
While the present invention has been described by way of example, it should be apparent that the practice of the invention is not limited by the foregoing, but rather is intended to cover various insubstantial modifications of the method concepts and teachings of the invention, either as applied to other applications without modification, or as applied directly to other applications, without departing from the scope of the invention.
Claims (10)
1. An engine torque compensation control method for a gear shifting torque interaction stage is characterized by comprising the following steps:
s1, calculating an impact value at the current moment when the vehicle is in a torque interaction stage during starting clutch gear shiftingAnd predicts the impact value +.>
S2, detecting the impact value at the next momentWhether or not it is greater than the threshold value of the degree of impact->If the detection result is yes, acquiring a torque compensation value of the engine;
s3, outputting torque of the engine at the next moment is the sum of the current torque and the torque compensation value.
2. The engine torque compensation control method of a shift torque interaction phase according to claim 1, wherein the jerk value at the next time i+1The estimation formula is specifically as follows:
wherein k is a smoothing coefficient, the value of which is between 0.1 and 0.4, and the smoothing coefficient k is based on the current rotating speed and the accelerator opening.
3. The engine torque compensation control method of a shift torque interaction phase according to claim 2, wherein the jerk value at the present time isThe calculation formula of (2) is specifically as follows:
J si ＝da′ i /dt
wherein a' i And (5) representing the acceleration of the whole vehicle after the current moment i is filtered, and t representing the duration.
4. A method of engine torque compensation control during the torque interaction phase of a gear shift according to claim 3, characterized in that the current acceleration a output by the ESP module is averaged over the arithmetic of the n accelerations nearest to the current moment i The specific formula for filtering is as follows:
a′ i representing the acceleration of the whole vehicle after the current moment i is filtered, a i-(n-1) Representing the overall vehicle acceleration output by the ESP module at historic time i- (n-1).
5. The engine torque compensation control method of a shift torque interaction phase according to claim 1, wherein the torque interaction phase determination condition at the time of starting clutch shift is specified as follows:
the vehicle is in a launch state, the dual clutch transmission DCT is in D gear, and there is a shift operation.
6. The engine torque compensation control method of a shift torque interaction phase according to claim 1, wherein the jerk threshold value at the next time is determined based on the accelerator opening at the present time and the vehicle speed
7. The engine torque compensation control method of a shift torque interaction phase according to claim 1, wherein the difference in jerk based on the next time isAnd determining a compensation value of the engine torque by the current accelerator opening Wped.
8. The engine torque compensation control method of a shift torque interaction phase according to claim 1, wherein the jerk at the present time is calculatedAlso comprises
Whole vehicle acceleration a output to ESP module i The effectiveness judgment is carried out, and the current acceleration a of the whole vehicle is judged i After being effective, the impact degree at the current moment is calculated
9. The engine torque compensation control method of a shift torque interaction phase according to claim 1, characterized in that the output engine torque compensation value is again corrected based on an engine torque altitude dilution compensation coefficient k when the vehicle is in a plateau region, wherein the engine torque altitude dilution compensation coefficient k is calculated from an altitude and a rotation speed compensation coefficient k 1 Altitude and inflation efficiency correction compensation coefficient k 2 Composition, k=k 1 ·k 2 And k is more than or equal to 1.
10. An engine torque compensation control system for a torque interaction phase during a shift, the system comprising:
the TCU control module is used for the DCT of the double clutch gearbox, the input end is in communication connection with the ESP module through a CAN line, the output end is in communication connection with the ECU of the engine controller,
the ESP module uses CAN signal to accelerate the whole vehicle at the current moment i Sending to a TCU control module; when the vehicle is in a torque interaction phase when a starting clutch is shifted, the TCU control module calculates an engine torque at a next time of the engine based on the engine torque compensation control method of the shift torque interaction phase according to any one of claims 1 to 9, and sends the engine torque to the engine controller ECU, and the engine controller controls an output torque of the engine based on the calculated engine torque.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210836185.4A CN115217962B (en) | 2022-07-15 | 2022-07-15 | Engine torque compensation control method and system in gear shifting torque interaction stage |
| PCT/CN2022/139125 WO2024011846A1 (en) | 2022-07-15 | 2022-12-14 | Engine torque compensation control method, device, apparatus, system, and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210836185.4A CN115217962B (en) | 2022-07-15 | 2022-07-15 | Engine torque compensation control method and system in gear shifting torque interaction stage |
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| CN115217962A CN115217962A (en) | 2022-10-21 |
| CN115217962B true CN115217962B (en) | 2023-11-14 |
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| WO (1) | WO2024011846A1 (en) |
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| CN115217962B (en) * | 2022-07-15 | 2023-11-14 | 奇瑞商用车（安徽）有限公司 | Engine torque compensation control method and system in gear shifting torque interaction stage |
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| JPH04244665A (en) * | 1990-09-14 | 1992-09-01 | Ford Motor Co | Method and device for shift control of automatic transmission |
| CN102563039A (en) * | 2012-03-21 | 2012-07-11 | 湖南南车时代电动汽车股份有限公司 | Control method for improving gear shifting smoothness based on AMT (automated mechanical transmission) |
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| CN111350773A (en) * | 2018-12-24 | 2020-06-30 | 长城汽车股份有限公司 | Pressure compensation control method and system of clutch and vehicle |
| CN113251086A (en) * | 2021-05-31 | 2021-08-13 | 重庆理工大学 | Optimal starting control method of dual-clutch automatic transmission based on torque compensation |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP5867339B2 (en) * | 2012-08-24 | 2016-02-24 | トヨタ自動車株式会社 | Vehicle shift control device |
| CN111376907B (en) * | 2018-12-29 | 2021-11-02 | 北京宝沃汽车有限公司 | Engine torque compensation value obtaining method and device, controller and automobile |
| CN109849895B (en) * | 2019-02-28 | 2020-11-03 | 江苏大学 | Hybrid electric vehicle self-adaptive E-H switching coordination control method based on neural network observer |
| CN113154032B (en) * | 2021-04-27 | 2022-04-22 | 蜂巢传动科技河北有限公司 | Control method of dual clutch transmission, dual clutch transmission and vehicle |
| CN114382797B (en) * | 2022-01-14 | 2023-07-25 | 湘潭大学 | Clutch reliability compensation control system and method under different working conditions |
| CN115217962B (en) * | 2022-07-15 | 2023-11-14 | 奇瑞商用车（安徽）有限公司 | Engine torque compensation control method and system in gear shifting torque interaction stage |
-
2022
- 2022-07-15 CN CN202210836185.4A patent/CN115217962B/en active Active
- 2022-12-14 WO PCT/CN2022/139125 patent/WO2024011846A1/en unknown
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04244665A (en) * | 1990-09-14 | 1992-09-01 | Ford Motor Co | Method and device for shift control of automatic transmission |
| CN102563039A (en) * | 2012-03-21 | 2012-07-11 | 湖南南车时代电动汽车股份有限公司 | Control method for improving gear shifting smoothness based on AMT (automated mechanical transmission) |
| CN105216780A (en) * | 2015-09-30 | 2016-01-06 | 上海凌翼动力科技有限公司 | The power quality control method of electronlmobil shock extent active suppression |
| CN106938648A (en) * | 2017-04-07 | 2017-07-11 | 安徽江淮汽车集团股份有限公司 | The power downshift scaling method and system of double clutch gearbox |
| CN111350773A (en) * | 2018-12-24 | 2020-06-30 | 长城汽车股份有限公司 | Pressure compensation control method and system of clutch and vehicle |
| CN113251086A (en) * | 2021-05-31 | 2021-08-13 | 重庆理工大学 | Optimal starting control method of dual-clutch automatic transmission based on torque compensation |
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| Publication number | Publication date |
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| CN115217962A (en) | 2022-10-21 |
| WO2024011846A1 (en) | 2024-01-18 |
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