CN115370671A - Central clutch driving system and starting control method thereof - Google Patents
Central clutch driving system and starting control method thereof Download PDFInfo
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- CN115370671A CN115370671A CN202210934938.5A CN202210934938A CN115370671A CN 115370671 A CN115370671 A CN 115370671A CN 202210934938 A CN202210934938 A CN 202210934938A CN 115370671 A CN115370671 A CN 115370671A
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- 230000005540 biological transmission Effects 0.000 claims abstract description 19
- 230000007246 mechanism Effects 0.000 claims abstract description 12
- 230000006835 compression Effects 0.000 claims abstract description 6
- 238000007906 compression Methods 0.000 claims abstract description 6
- 239000000428 dust Substances 0.000 claims description 7
- 238000004891 communication Methods 0.000 claims description 2
- 238000000926 separation method Methods 0.000 abstract description 13
- 230000033001 locomotion Effects 0.000 abstract description 4
- 238000007789 sealing Methods 0.000 description 8
- 230000008569 process Effects 0.000 description 5
- 230000009471 action Effects 0.000 description 3
- 230000005520 electrodynamics Effects 0.000 description 3
- 239000000306 component Substances 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 230000010354 integration Effects 0.000 description 2
- 238000003754 machining Methods 0.000 description 2
- 230000004323 axial length Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000003749 cleanliness Effects 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
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- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000009347 mechanical transmission Effects 0.000 description 1
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/14—Fluid pressure control
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The invention discloses a central clutch driving system, comprising: the guide sleeve is sleeved on the input shaft of the transmission in an empty mode; one end of the cylinder body is sleeved on the guide sleeve; the piston is arranged in the cylinder body and can axially move along the guide sleeve; an accommodating cavity is formed between the piston and the cylinder block; a pre-compression spring disposed in the accommodating chamber, one end of the pre-compression spring abutting against one end of the piston, and the other end abutting against the bottom of the cylinder block; one end of the release bearing is fixedly connected with the other end of the piston; an intake port opened on one end of the cylinder block; and the air inlet mechanism is communicated with the air inlet. Through the cooperation of air inlet mechanism with cylinder body and piston, through the pressure of adjusting work intracavity and then control the piston along axial motion, improve the degree of accuracy that the separation indicates to joint or separate. The invention also provides a control method of the central clutch driving system.
Description
Technical Field
The invention relates to a central clutch driving system and a starting control method thereof, and belongs to the field of commercial vehicle transmissions.
Background
With the development of the automobile industry, an automatic gearbox gradually replaces a manual gearbox to become the mainstream choice, and a clutch driving system is just a core component of an Automatic Mechanical Transmission (AMT), so that the whole automobile starting and the gearbox shifting process play a significant role. The current clutch driving system includes an electric hydraulic type, an electric electrodynamic type, an electric pneumatic type, and the like.
The traditional hydraulically-driven clutch driving system needs a set of hydraulic systems such as a motor pump and an oil tank, is too complex, has poor cleanliness control effect, is high in maintenance cost, and is low in hydraulic control response speed, low in efficiency and poor in clutch pressure control precision; an electric control electrodynamic clutch driving system (a motor drives a screw rod or a worm gear mechanism), according to the working characteristics of the clutch, the clutch needs to be kept in a certain state, at the moment, a motor is required to continuously provide locked-rotor torque, the service life of the motor is not facilitated, and the energy consumption is high, chinese patent application publication No. CN101440846A discloses a mechanical automatic transmission clutch executing mechanism, the executing mechanism has high precision requirement on machining, and the defects of complex control, poor stability and the like exist; the self-locking function is added, so that the problems of extremely low transmission efficiency (generally lower than 40%), high heating speed, high temperature rise and the like are brought, and Chinese patents with application publication numbers of CN103453044A, CN104019150A and the like all disclose self-locking devices, but the self-locking devices of the two are relatively complex in structure and are not easy to assemble.
Most of the existing schemes of the electro-pneumatic clutch driving system are similar to clutch slave pumps used in manual transmissions, for example, chinese patent application publication No. CN112211920A, CN111140608a and the like disclose electro-pneumatic clutch actuators, and cylinder pistons of the electro-pneumatic clutch actuators all need to drive release bearings to act through release forks. Due to the existence of the separation shifting fork (labor-saving lever), although the thrust of the piston can be amplified, the stroke of the piston is increased, the axial distance of the cylinder piston is increased, the volume is overlarge, and the integration level of the cylinder piston, the separation shifting fork and the separation bearing is low, so that the structure of the whole driving system is complex.
Disclosure of Invention
The invention designs and develops a central clutch driving system, which is matched with a cylinder body and a piston through an air inlet mechanism, and controls the piston to move along the axial direction by adjusting the pressure in a working cavity, thereby improving the accuracy of the connection or separation of a separation finger.
The invention also designs and develops a control method of the central clutch driving system, which converts the target torque transmitted by the clutch into the air pressure in the clutch driving system according to different engagement stages of the clutch in the starting process of the automobile, controls the engagement state of the clutch through pressure and reduces the starting impact and the sliding friction power.
The technical scheme provided by the invention is as follows:
a central clutch drive system comprising:
the guide sleeve is sleeved on the input shaft of the transmission in an empty mode;
one end of the cylinder body is sleeved on the guide sleeve;
the piston is arranged in the cylinder body and can axially move along the guide sleeve;
an accommodating cavity is formed between the piston and the cylinder block;
a pre-compression spring disposed in the accommodating chamber, one end of the pre-compression spring abutting against one end of the piston, and the other end abutting against the bottom of the cylinder block;
one end of the release bearing is fixedly connected with the other end of the piston;
an intake port opened on one end of the cylinder block;
and the air inlet mechanism is communicated with the air inlet.
Preferably, the air intake mechanism includes:
the whole vehicle air source is communicated with the air inlet;
the air pressure sensor is communicated with the whole vehicle air source and is close to the air inlet;
the air inlet valve is communicated with the whole vehicle air source and is arranged between the air inlet valve and the whole vehicle air source;
an exhaust valve disposed in communication between the air pressure sensor and the intake valve;
the air pressure sensor, the air inlet valve and the exhaust valve are all electrically connected with the TCU of the automobile.
Preferably, one side of the piston facing the guide sleeve is radially provided with a connecting groove.
Preferably, the method further comprises the following steps:
two guide rings disposed in the connecting groove in a matching manner.
Preferably, a sealing ring is further disposed between the inner wall of the cylinder block and the piston.
Preferably, a dustproof sleeve is arranged between the outer wall of the cylinder block and the piston, and a dustproof felt is arranged between the dustproof sleeve and the outer wall of the cylinder block.
Preferably, a dust cover is provided between the piston and the release bearing.
A method for controlling a launch of a central clutch drive system using said central clutch drive system, comprising:
step one, after a vehicle starts, recording the position of a sliding friction point of an initial clutch;
step two, after the transmission is geared, controlling the clutch to eliminate idle stroke, and enabling the clutch to be connected to a sliding friction point position to enter an idle sliding stage;
step three, controlling the pressure of the working cavity to the pressure corresponding to the half-combination point, enabling the clutch to be continuously connected to the half-combination point, and entering a sliding friction stage;
and step four, controlling the clutch to continue to be engaged, and finishing starting after the clutch is completely engaged.
The invention has the following beneficial effects:
the clutch is driven by adopting an electric control pneumatic scheme, and compared with a hydraulic driving scheme, the structure scheme is simpler, the stability is good, and the cost is low; compared with an electrodynamic scheme, the device has the advantages of low machining precision requirement, low energy consumption, long service life and low failure rate.
The invention adopts a central electric control pneumatic scheme to drive the clutch, has a simpler structure compared with the existing separation shifting fork type scheme, greatly reduces the axial length, integrates the components such as a sensor, a pressure cavity, a piston, a separation bearing, a shell and the like into a whole, improves the integration level and the system efficiency of each component, and also improves the installation convenience of a driving system.
According to the invention, the air pressure signal of the pressure cavity is acquired through the air pressure sensor, the pressure of the pressure cavity is controlled through the electronic control unit, and then the displacement of the piston movement is controlled to drive the separation or the joint of the separation finger, so that the problem of low control precision when the piston stroke is shortened is solved, and the joint or the separation accuracy of the separation finger is greatly improved.
The starting control method of the central clutch driving system provided by the invention optimizes the kisspeint point self-learning; and according to different engagement stages of the clutches in the starting process, target torques transmitted by different clutches are calculated, and the target torques are converted into air pressure in a clutch driving system, so that the starting impact and the sliding friction work are reduced.
Drawings
Fig. 1 is a schematic structural diagram of a central clutch driving system according to the present invention.
Fig. 2 is a flow chart of the clutch kisspeint point self-learning control according to the present invention.
Fig. 3 is a flowchart illustrating a start control of the central clutch driving system according to the present invention.
Detailed Description
The present invention is further described in detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description text.
As shown in fig. 1-3, the present invention provides a central clutch drive system comprising: the air compressor comprises a dustproof felt 1, a first sealing ring 2, a dustproof sleeve 3, an air cylinder body 4, a piston 5, a release bearing 6, a dustproof cover 7, a guide ring 8, a guide sleeve 9, a second sealing ring 10, a precompression spring 11, an air inlet 12, an air pressure sensor 13, an air inlet valve 14 and an air outlet valve 15.
Guide sleeve 9 overlaps on the input shaft of derailleur, the pot head of cylinder block 4 is established on guide sleeve, with guide sleeve 9 fixed connection, piston 5 sets up in the cylinder block, and can be axial motion along guide sleeve 9, form between piston 5 and the cylinder block 4 and hold the chamber, precompression spring 11 sets up in the chamber that holds that piston 5 and cylinder block 4 formed, release bearing 6's one end and piston 5's other end fixed connection, one of cylinder block 4 is served, air inlet 12 has been seted up, the air inlet is linked together with the mechanism that admits air.
The air intake mechanism includes: a pressure sensor 13, an air inlet valve 14, an air outlet valve 15 and a vehicle air source. Wherein, the whole vehicle air source is communicated with the air inlet, the air pressure sensor 13 is communicated with the whole vehicle air source and is close to the air inlet 12, and the air inlet valve 14 is communicated with the whole vehicle air source and is positioned between the air pressure sensor 13 and the whole vehicle air source; the exhaust valve 15 is communicated with the air source of the whole vehicle and is positioned between the air pressure sensor and the exhaust valve 15.
In the present invention, preferably, the cylinder block 4 is connected to the guide sleeve 9 by welding, a working chamber is formed between the cylinder block 4 and the piston 5, an air inlet 12 is opened at one side of the cylinder block 4, high-pressure gas is supplied from an air supply source into the working chamber through the air inlet 12 to push the piston 5 to move axially, and the release bearing is connected to the piston 5 to move together with the piston 5 during operation.
The precompression spring 11 is arranged in the working cavity and can reset the piston 5, and the precompression spring 11 can enable the release bearing 6 to be attached to a clutch diaphragm spring separation finger, so that part loss caused by impact between the release bearing and the clutch diaphragm spring during working due to clearance is prevented.
The air pressure sensor 13 is electrically connected with a Transmission Controller (TCU), the TCU is electrically connected with an air inlet valve 14 and an exhaust valve, the working cavity is connected with a whole vehicle air source through the air inlet valve 14, and the air pressure sensor 13, the air inlet valve 14, the exhaust valve 15 and the TCU form a closed-loop control system. The air pressure sensor 13 is used for detecting air pressure information of the working cavity and transmitting the air pressure information to the TCU, the TCU controls the opening degree of the air inlet valve 14 through a duty ratio (PWM) after receiving the air pressure information, high-pressure air from an air source of the whole vehicle enters the working cavity to drive the piston 5 and the release bearing 6 to move, and the release bearing 6 pushes the release finger to drive the clutch to be released.
The vehicle air supply, TCU, intake valve 14 and exhaust valve 15 are independent systems.
The piston 5 is connected with the guide ring 8 in a matched mode, the guide ring 8 is arranged in a groove of the piston 5, the guide ring 8 is connected with the guide sleeve 9, relative motion exists between the guide ring 8 and the guide sleeve 9, and when the clutch driving system is installed, the guide sleeve 9 is sleeved on an input shaft of the transmission.
The central clutch driving system further comprises a first sealing ring 1 arranged between the cylinder body 4 and the piston 5 and a second sealing ring 10 arranged between the piston 5 and the guide sleeve 9, and the first sealing ring and the second sealing ring are used for sealing the working cavity and preventing gas in the working cavity from leaking.
The central clutch driving system further comprises a dust cover 7 arranged between the piston 5 and the release bearing 6, a dust-proof sleeve 3 arranged between the cylinder block 4 and the piston 5, and a dust-proof felt 1 arranged between the dust-proof sleeve 3 and the cylinder block 4, and is used for preventing dust from entering the working cavity.
The invention also provides a control method of the central clutch driving system, which comprises the following steps:
step one, after a vehicle starts, recording the position of a sliding friction point of an initial clutch;
step two, after the transmission is geared, controlling the clutch to eliminate idle stroke, and enabling the clutch to be connected to a sliding friction point position to enter an idle sliding stage;
step three, controlling the pressure of the working cavity to the pressure corresponding to the half-combination point, enabling the clutch to be continuously connected to the half-combination point, and entering a sliding friction stage;
and step four, controlling the clutch to continue to be engaged, and finishing starting after the clutch is completely engaged.
The method specifically comprises the following steps:
(1) Kisspoint self-learning method
After the AMT program is initialized, the engine is started, the action of an air inlet valve of the clutch is controlled, and the maximum air pressure P in the working cavity of the corresponding clutch driving system is controlled when the clutch is separated to the maximum position 1 Set to 100%.
When the TCU sends a Kisspoint self-learning instruction, the action of an air inlet valve of the clutch is controlled, the clutch is separated until the air pressure = the preset KP value +20% (the initial value of the preset KP =50%, and then the KP = the last self-learning result is preset), then the action of an exhaust valve of the clutch is controlled, the clutch is slowly engaged, and the air pressure P in a working cavity of a clutch driving system at the moment that the rotating speed signal of the intermediate shaft is greater than 5rpm is recorded 2 Then the Kisspoint value: KP = P 2 /P 1 *100 percent; the clutch kissetpoint value KP is recorded and stored.
(2) Starting control method
(1) Step 1: after an AMT control program is initialized, recording and storing the position of a clutch sliding friction point (Kisspoint);
(2) and 2, step: after the transmission is geared, controlling the clutch to eliminate idle stroke, jointing the clutch to a Kisspoint position, and entering an idle-sliding stage;
when the vehicle starts, when a driver steps on an accelerator pedal, the target air pressure of a clutch driving system is set to be an air pressure value corresponding to a Kisspoint position, an exhaust valve of a clutch is controlled, the clutch is quickly connected to the Kisspoint position, and a driving disc and a driven disc of the clutch slide in the air;
entry conditions are as follows: the TCU sends out a vehicle starting command and finishes the gear engagement of the transmission;
and (3) exit conditions: the air pressure value in the working chamber of the clutch driving system reaches KP.
(3) And step 3: controlling the clutch to be continuously jointed to a half-joint point (the air pressure value in a working cavity of the clutch driving system reaches the air pressure corresponding to the half-joint point), and entering a rotating speed synchronization stage (a sliding friction stage);
the method comprises the following steps that the air pressure of a working cavity is multiplied by the sectional area of the working cavity, the thrust of a clutch driving system is = namely the force acting on a clutch release finger, and the corresponding transmission torque value under the thrust is obtained by looking up a table according to the specific load characteristic and the release characteristic of the clutch;
the half-combination point refers to the position of the clutch corresponding to the clutch transmission torque = the vehicle resistance torque, and after the critical value is exceeded, the rotating speed of the input shaft of the transmission changes suddenly from zero, so that the vehicle starts to move.
The clutch transmission torque corresponding to the half-engagement point is the sum of the following two torque portions.
First, a target engine speed at the time of starting is set, and a deviation between the target engine speed and an actual engine speed is calculated. Obtaining a first target torque of the clutch through the speed deviation PID control, comprising:
PID control formula:
in the formula: t is q1 Is a first target clutch torque, K p Is a proportional gain factor, e (t) is the position error of the clutch actuator (difference between actual position and set position), K i Is an integral gain coefficient, K d Is a proportional gain coefficient;
secondly, calculating a gain coefficient through the current vehicle weight and the current gradient to obtain a basic torque gain coefficient and obtain a second target torque of the clutch; (note: the process requires maximum and minimum limits on torque value and rate of change of torque based on vehicle signals such as accelerator pedal, vehicle weight, and grade).
And finally, looking up a table by the calculated required clutch transmission torque to obtain a target air pressure value. Entry conditions were as follows: the air pressure value in the working chamber of the clutch driving system reaches KP.
And (3) exit conditions: the speed synchronization of the main driving part and the driven part of the clutch is completed.
(4) And 4, step 4: controlling the clutch to continue to be engaged after the rotation speeds are synchronized;
entry conditions were as follows: the speed synchronization (starting sliding and grinding) of the main driven part of the clutch is finished.
Exit conditions: the clutch is fully engaged (working chamber air pressure is reduced to a minimum).
(5) And 5: after the clutch is completely engaged, starting is completed;
entry conditions were as follows: the clutch is fully engaged (working chamber air pressure is reduced to a minimum).
According to the method, the target torques transmitted by different clutches are calculated according to different engagement stages of the clutches in the starting process, and the target torques are converted into air pressure in a clutch driving system, so that the starting impact degree and the sliding friction work are reduced.
While embodiments of the invention have been described above, it is not intended to be limited to the details shown, described and illustrated herein, but is to be accorded the widest scope consistent with the principles and novel features herein disclosed, and to such extent that such modifications are readily available to those skilled in the art, and it is not intended to be limited to the details shown and described herein without departing from the general concept as defined by the appended claims and their equivalents.
Claims (8)
1. A central clutch drive system, comprising:
the guide sleeve is sleeved on the input shaft of the transmission in an empty mode;
one end of the cylinder body is sleeved on the guide sleeve;
the piston is arranged in the cylinder body and can axially move along the guide sleeve;
an accommodating cavity is formed between the piston and the cylinder block;
a pre-compression spring disposed in the accommodating chamber, one end of the pre-compression spring abutting against one end of the piston, and the other end abutting against the bottom of the cylinder block;
one end of the release bearing is fixedly connected with the other end of the piston;
an intake port that opens on one end of the cylinder block;
and the air inlet mechanism is communicated with the air inlet.
2. The central clutch drive system according to claim 1, wherein the air intake mechanism comprises:
the whole vehicle air source is communicated with the air inlet;
the air pressure sensor is communicated with the whole vehicle air source and is close to the air inlet;
the air inlet valve is communicated with the whole vehicle air source and is arranged between the air inlet valve and the whole vehicle air source;
an exhaust valve disposed in communication between the air pressure sensor and the intake valve;
the air pressure sensor, the air inlet valve and the exhaust valve are all electrically connected with the TCU of the automobile.
3. The central clutch-drive system according to claim 2, wherein the piston is radially slotted with a connecting slot on a side facing the guide sleeve.
4. The central clutch drive system of claim 3, further comprising:
two guide rings disposed in the connecting groove in a matching manner.
5. The central clutch-drive system according to claim 4, wherein a seal ring is further disposed between the cylinder block inner wall and the piston.
6. The central clutch-drive system of claim 5, wherein a dust sleeve is disposed between the cylinder block outer wall and the piston, and a dust felt is disposed between the dust sleeve and the cylinder block outer wall.
7. The central clutch-drive system of claim 6, wherein a dust shield is disposed between the piston and the release bearing.
8. A starting control method of a center clutch drive system using the center clutch drive system according to any one of claims 1 to 7, characterized by comprising:
step one, after a vehicle starts, recording the position of a sliding friction point of an initial clutch;
step two, after the transmission is geared, controlling the clutch to eliminate idle stroke, and enabling the clutch to be connected to a sliding friction point position to enter an idle sliding stage;
step three, controlling the pressure of the working cavity to the pressure corresponding to the half-combination point, enabling the clutch to be continuously connected to the half-combination point, and entering a sliding friction stage;
and step four, controlling the clutch to continue to be engaged, and finishing starting after the clutch is completely engaged.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210934938.5A CN115370671A (en) | 2022-08-05 | 2022-08-05 | Central clutch driving system and starting control method thereof |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210934938.5A CN115370671A (en) | 2022-08-05 | 2022-08-05 | Central clutch driving system and starting control method thereof |
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| CN115370671A true CN115370671A (en) | 2022-11-22 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210934938.5A Pending CN115370671A (en) | 2022-08-05 | 2022-08-05 | Central clutch driving system and starting control method thereof |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN203335675U (en) * | 2013-07-01 | 2013-12-11 | 中国人民解放军装甲兵工程学院 | Combined cylinder for vehicle clutch |
| CN103671618A (en) * | 2012-09-21 | 2014-03-26 | 贵州红林机械有限公司 | Clutch actuator assembly for vehicle automatic transmission |
| CN205877029U (en) * | 2016-06-30 | 2017-01-11 | 中国第一汽车股份有限公司 | With core type clutch release mechanism |
| CN110219903A (en) * | 2019-05-31 | 2019-09-10 | 陕西法士特齿轮有限责任公司 | A kind of central type clutch actuating mechanism |
| CN211059249U (en) * | 2019-05-31 | 2020-07-21 | 陕西法士特齿轮有限责任公司 | Central clutch actuating mechanism |
-
2022
- 2022-08-05 CN CN202210934938.5A patent/CN115370671A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103671618A (en) * | 2012-09-21 | 2014-03-26 | 贵州红林机械有限公司 | Clutch actuator assembly for vehicle automatic transmission |
| CN203335675U (en) * | 2013-07-01 | 2013-12-11 | 中国人民解放军装甲兵工程学院 | Combined cylinder for vehicle clutch |
| CN205877029U (en) * | 2016-06-30 | 2017-01-11 | 中国第一汽车股份有限公司 | With core type clutch release mechanism |
| CN110219903A (en) * | 2019-05-31 | 2019-09-10 | 陕西法士特齿轮有限责任公司 | A kind of central type clutch actuating mechanism |
| CN211059249U (en) * | 2019-05-31 | 2020-07-21 | 陕西法士特齿轮有限责任公司 | Central clutch actuating mechanism |
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Inventor after: Cheng Zishuo Inventor after: Tian Zhe Inventor after: Chai Yefei Inventor after: Liu Xiangyu Inventor after: Geng Xiaohu Inventor after: Chen Hao Inventor after: Sun Haotong Inventor before: Zhang Penglei Inventor before: Chai Yefei Inventor before: Tian Zhe Inventor before: Cheng Zishuo Inventor before: Geng Xiaohu Inventor before: Chen Hao Inventor before: Liu Xiangyu Inventor before: Sun Haotong |
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