CN211685042U - Semi-active brake-by-wire system pedal feel simulation device - Google Patents
Semi-active brake-by-wire system pedal feel simulation device Download PDFInfo
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- CN211685042U CN211685042U CN202020257390.1U CN202020257390U CN211685042U CN 211685042 U CN211685042 U CN 211685042U CN 202020257390 U CN202020257390 U CN 202020257390U CN 211685042 U CN211685042 U CN 211685042U
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Abstract
The utility model relates to a semi-active drive-by-wire braking system footboard sensation analogue means, including footboard push rod, simulator cylinder body, first piston, first spring, second piston cavity, second piston, second spring, third piston, third spring, fourth piston, cam, gear reduction mechanism and motor, the utility model discloses brake intensity according to three kinds of differences of medium and small intensity braking, big intensity braking and emergency braking provides different footboard simulation counter-forces. When the automatically controlled unit ECU became invalid, the utility model discloses still have footboard sensation simulation function with the help of mechanical structure. The utility model is further improved on the basis of the traditional passive pedal feeling simulator, saves the cost, has higher integration level and is more suitable for the assembly of automobiles; the pedal feeling simulator adopts the conventional spring to provide the pedal force, reduces the manufacturing difficulty, and can adjust the pedal force by replacing the springs with different elastic coefficients, so that the pedal force is easier to control.
Description
Technical Field
The utility model relates to a footboard sensation simulator, in particular to semi-active drive-by-wire braking system footboard sensation analogue means.
Background
As an important component of the chassis of the automobile, the brake system is not only related to the overall performance of the automobile, but also closely related to the safety of the driver and passengers. With the development of the electric control brake system of the automobile, the brake-by-wire system is a hot spot of the current technology development. The brake-by-wire system avoids the defects of complex pipeline, slow brake response speed and difficulty in integration with other systems of the original hydraulic and pneumatic brake systems, and has the advantages of no dependence on a vacuum booster, high brake response speed and high control precision.
In contrast to conventional brake systems, the braking intention of the driver of a brake-by-wire system is no longer transmitted mechanically to the brake system, but electronically. Namely, the driver does not push the brake master cylinder to build pressure when stepping on the brake pedal, but pushes the simulation spring structure in the pedal feeling simulator, and the simulation spring structure can simulate the pedal feeling of the traditional vacuum boosting brake system. Meanwhile, the pedal stroke sensor can collect pedal stroke information of a driver and send the pedal stroke information to the electronic control unit ECU, and the electronic control unit ECU controls the motor to push the brake main cylinder to build pressure through the speed reduction transmission mechanism according to the braking intention of the driver.
Because the brake-by-wire system adopting the motor and the speed reducing mechanism realizes the decoupling of the brake pedal and the brake master cylinder, a counterforce is provided to simulate the foot feeling of a driver when the driver steps on the brake pedal, and thus a pedal feeling simulator needs to be designed. However, the existing pedal feel simulator has the problems of complex structure, high cost, difficulty in controlling pedal reaction force, difficulty in adjusting characteristics and the like.
Disclosure of Invention
The utility model provides a pedal feel simulation device of a semi-active wire control brake system, which comprises a pedal push rod, a simulator cylinder, a first piston, a first spring, a second piston cavity, a second piston, a second spring, a third piston, a third spring, a fourth piston, a cam, a gear reduction mechanism and a motor, wherein the first piston, the third piston and the fourth piston are sequentially assembled in the simulator cylinder, the first spring is arranged between the first piston and the third piston, and the third spring is arranged between the third piston and the fourth piston; the second piston cavity is arranged between the first piston and the third piston, is positioned in the first spring, and has one end fixed on the third piston; the pedal push rod penetrates through the simulator cylinder body to be connected with the first piston, the piston push rod of the second piston penetrates through the second piston cavity to be opposite to the first piston, and a section of idle stroke is arranged between the first piston and the piston push rod of the second piston in a non-braking state; the motor is established outside the simulator cylinder body, and the cam is established at simulator cylinder body internal rear portion, and rim and fourth piston butt, the motor passes through gear reduction mechanism and links to each other with the cam.
The rigidity of the second spring is greater than that of the first spring.
The utility model discloses still include brake pedal, footboard stroke sensor, footboard force sensor, automatically controlled unit ECU, brake pedal and pedal push rod link to each other, brake pedal transmits the pedal push rod through the power that lever amplification effect applyed the driver at brake pedal, footboard stroke sensor establishes on the pedal push rod, be used for acquireing footboard stroke information, footboard force sensor establishes on brake pedal, be used for acquireing the information of driver's footboard power, footboard stroke sensor and footboard force sensor link to each other with automatically controlled unit ECU through the circuit respectively, footboard stroke sensor and footboard force sensor can accurate discernment driver's braking intention, and give automatically controlled unit ECU with power and stroke signal real-time transmission.
The motor is connected with an electronic control unit ECU through a circuit, and the electronic control unit ECU controls the motor to rotate according to signals of a pedal force sensor and a pedal travel sensor.
The cam contour line comprises a base circle curve and a lift curve; the rear portion is equipped with stop device in the simulator cylinder body, and fourth piston card is in stop device front side.
The limiting device is a stop block or an annular bulge.
And a sealing ring is arranged at the contact part of the first piston and the inner side wall of the simulator cylinder body.
The utility model discloses still include the battery, the battery passes through the DC AC module and links to each other with the motor, provides the electric energy.
The gear reduction mechanism comprises a pinion and a bull gear, wherein the pinion is coaxially connected with an output shaft of the motor, the bull gear is coaxially connected with the cam, the pinion is meshed with the bull gear, the motor rotates to reduce and increase torque sequentially through transmission of the pinion and the bull gear, the cam is driven to rotate, and the fourth piston is pushed to move in the simulator cylinder.
The pedal stroke sensor can also use a corner sensor, is arranged on the brake pedal, and obtains the displacement of the pedal push rod by measuring the corner conversion of the brake pedal.
The utility model discloses a theory of operation:
the braking type of driver can be divided into middle and small intensity braking, big intensity braking and emergency braking, the utility model discloses braking intensity according to the difference provides different footboard simulation counter-forces. The brake type identification process is as follows: firstly, setting a speed threshold value of a brake pedal corresponding to a boundary between emergency braking and non-emergency braking as T, when a driver steps on the brake pedal, comparing the speed of the driver stepping on the brake pedal with the set threshold value T according to a signal of a pedal travel sensor, if the speed of the driver stepping on the brake pedal is greater than the threshold value T, performing emergency braking, otherwise, performing non-emergency braking; and when the non-emergency braking is judged, further distinguishing medium and small intensity braking and high intensity braking according to the signal of the pedal force sensor, setting the pedal force corresponding to the boundary of the medium and small intensity braking to be U, under the condition of known non-emergency braking, if the signal value of the pedal force sensor at the moment is greater than U, judging the braking to be high intensity braking, and otherwise, judging the braking to be medium and small intensity braking.
When braking with medium and small strength: when a driver steps on the brake pedal, the pedal push rod and the first piston which are connected with the brake pedal are pushed, the first piston moves in the simulator cylinder body to compress the first spring, the first spring pushes the third piston to move inwards to compress the third spring, the first piston does not touch the piston push rod of the second piston, at the moment, the first spring and the third spring are connected in series to provide elastic counter force, and the brake pedal feeling of the driver is simulated together.
When braking with large intensity: the driver continues to step on the brake pedal, the pedal push rod pushes the first piston to continue moving inwards, the first piston exceeds the idle stroke, contacts with the piston push rod of the second piston and pushes the second piston, the first piston and the second piston can be regarded as a whole, the first spring and the second spring are compressed together, at the moment, the first spring and the second spring are connected in parallel and then are connected in series with the third spring to provide elastic counter force, and the brake pedal feeling of the driver is simulated together.
When a driver steps on a brake pedal, a pedal stroke sensor obtains a pedal stroke signal, a pedal force sensor obtains a pedal force signal, the two signals are transmitted to an electronic control unit ECU, the electronic control unit ECU obtains an expected pedal force signal according to a pedal stroke-pedal force characteristic curve through the pedal stroke signal, the expected pedal force signal is compared with the actually received pedal force signal, when the actual pedal force signal is smaller, the electronic control unit ECU sends a control signal to a motor to enable the motor to rotate, the motor drives a cam to rotate through a first-stage gear reduction mechanism, a fourth piston is pushed to move forwards by the lift curve profile of the cam, a third spring is compressed forwards, the purpose of compensating the pedal force is achieved, and the effect of the simulator is equivalent to that of an active pedal feeling simulator. In the process of releasing the brake pedal by a driver, the ECU sends out a control signal to the motor according to signals of the pedal stroke sensor and the pedal force sensor, the motor is controlled to rotate reversely, the cam is finally driven to rotate back to the initial position, the fourth piston is reset, the brake pedal returns to the initial position under the action of the counter force of the first spring (or the first spring and the second spring) and the third spring, and the effect of the simulator in the process is equivalent to that of a passive pedal feeling simulator.
During emergency braking: the electric control unit ECU sends control signals to the motor according to signals of the pedal stroke sensor and the pedal force sensor, the motor drives the cam to rotate through the first-stage gear reduction mechanism, then the fourth piston is pushed to move forwards, the resistance of the brake pedal is increased actively, the feeling of the brake pedal is adjusted, and therefore the requirement of emergency braking for simulating pedal force is met.
When the ECU fails: when the brake is in medium and low strength, the first spring and the third spring are connected in series to provide pedal feeling; when the brake is in high-intensity braking, the first spring and the second spring are connected in parallel and then connected in series with the third spring to jointly provide pedal feeling, and the simulator in the process is equivalent to a passive pedal feeling simulator.
The utility model has the advantages that:
1) the utility model utilizes the master cylinder of the original brake system, is further improved on the basis of the traditional passive pedal feeling simulator, saves the cost, has higher integration level and is more suitable for the assembly of automobiles; the utility model discloses an do not use rubber spring among the footboard sensation simulator, but adopt conventional spring to provide the footboard power, reduced the manufacturing degree of difficulty to can adjust the footboard power through the spring of changing different elastic coefficient, make the footboard power control more easily.
2) The utility model discloses can provide different footboard simulation counter-forces according to the brake strength of difference, simulate the footboard sensation under the different conditions of low-intensity braking, high-intensity braking and emergency braking respectively, at driver's pedal in-process, initiatively change the brake pedal resistance through the control to the motor and adjust the footboard sensation, have the different simulation effect of active footboard sensation simulator and passive footboard sensation simulator.
3) The utility model discloses a decoupling zero of brake pedal and brake wheel cylinder has avoided the circuit of complicated pipeline, more is applicable to drive-by-wire braking system.
4) When the electronic system became invalid, the utility model discloses still have footboard sensation simulation function with the help of mechanical structure.
Drawings
Fig. 1 is a schematic view of the overall structure of the present invention.
Fig. 2 is a flow chart of the brake intention recognition of the present invention.
1. The device comprises a pedal push rod 2, a simulator cylinder 3, a first piston 4, a first spring 5, a second piston cavity 6, a second piston 7, a second spring 8, a third piston 9, a third spring 10, a fourth piston 11, a cam 12, a motor 13, a brake pedal 14, a pedal stroke sensor 15, a pedal force sensor 16, an electronic control unit ECU 17, a limiting device 18, a sealing ring 19, a battery 20, a pinion 21 and a bull gear.
Detailed Description
Please refer to fig. 1-2:
the utility model provides a semi-active drive-by-wire braking system footboard sensation analogue means, including footboard push rod 1, simulator cylinder body 2, first piston 3, first spring 4, second piston cavity 5, second piston 6, second spring 7, third piston 8, third spring 9, fourth piston 10, cam 11, gear reduction mechanism, motor 12, wherein, first piston 3, third piston 8 and fourth piston 10 assemble in simulator cylinder body 2 in proper order, are equipped with first spring 4 between first piston 3 and the third piston 8, are equipped with third spring 9 between third piston 8 and the fourth piston 10; the second piston cavity 5 is arranged between the first piston 3 and the third piston 8 and positioned in the first spring 4, one end of the second piston is fixed on the third piston 8, the second piston 6 is arranged in the second piston cavity 5, and the second spring 7 is arranged between the second piston 6 and the third piston 8; the pedal push rod 1 penetrates through the front end of the simulator cylinder body 2 to be connected with the first piston 3, the first piston 3 is provided with a concave hole, the piston push rod of the second piston 6 penetrates through the front end of the second piston cavity 5 to be arranged opposite to the concave hole of the first piston 3, a section of idle stroke is arranged between the concave hole of the first piston 3 and the piston push rod of the second piston 6 under the non-braking state, and the concave hole is used for being matched with the piston push rod of the second piston 6; the motor 12 is arranged outside the simulator cylinder 2, the cam 11 is arranged at the rear part inside the simulator cylinder 2, the rim is abutted against the fourth piston 10, and the motor 12 is connected with the cam 11 through a gear reduction mechanism. The first spring 4 has a small compression amount in the initial state to avoid a braking operation caused by a driver's mistaken touch on the brake pedal 13.
The stiffness of the second spring 7 is greater than the stiffness of the first spring 4.
The utility model discloses still include brake pedal 13, pedal stroke sensor 14, pedal force sensor 15, electrical unit ECU16, brake pedal 13 link to each other with pedal push rod 1, brake pedal 13 transmits pedal push rod 1 through the power that lever amplification effect applyed the driver at brake pedal 13, pedal stroke sensor 14 is established on pedal push rod 1, be used for acquireing pedal stroke information, pedal force sensor 15 is established on brake pedal 13, be used for acquireing the information of driver pedal force, pedal stroke sensor 14 and pedal force sensor 15 link to each other with electrical unit ECU16 through the circuit respectively, pedal stroke sensor 14 and pedal force sensor 15 can accurate discernment driver's braking intention, and give electrical unit ECU16 with power and stroke signal real-time transmission.
The motor 12 is connected to the ECU16 through a wire, and the ECU16 controls the rotation of the motor 12 based on signals from the pedal stroke sensor 14 and the pedal force sensor 15.
The contour line of the cam 11 comprises a base circle curve and a lift curve; the simulator cylinder body 2 is internally provided with a limiting device 17 at the rear part, the fourth piston 10 is clamped at the front side of the limiting device 17, and the limiting device 17 provides supporting force for the fourth piston 10.
The limiting device 17 is a stop block or an annular bulge.
A sealing ring 18 is arranged at the contact part of the first piston 3 and the inner side wall of the simulator cylinder 2.
The utility model discloses still include battery 19, battery 19 passes through the DC/AC module and links to each other with motor 12, provides the electric energy for motor 12.
The gear reduction mechanism comprises a small gear 20 and a large gear 21, wherein the small gear 20 is coaxially connected with an output shaft of the motor 12, the large gear 21 is coaxially connected with the cam 11, the small gear 20 is meshed with the large gear 21, the motor 12 rotates to be sequentially transmitted through the small gear 20 and the large gear 21 to reduce speed and increase torque, the cam 11 is further driven to rotate, and the fourth piston 10 is controlled to move in the simulator cylinder 2.
The pedal stroke sensor 14 may also be a rotation angle sensor, which is disposed on the brake pedal 13 and converts the rotation angle of the brake pedal 13 to obtain the displacement of the pedal push rod 1.
The utility model discloses a theory of operation:
the braking type of driver can be divided into middle and small intensity braking, big intensity braking and emergency braking, the utility model discloses braking intensity according to the difference provides different footboard simulation counter-forces. The brake type identification process is as follows: firstly, setting a speed threshold value T of stepping on a brake pedal 13 corresponding to a boundary between emergency braking and non-emergency braking, comparing the speed of stepping on the brake pedal 13 by a driver with the set threshold value T according to a signal of a pedal travel sensor 14 when the driver steps on the brake pedal 13, and if the speed of stepping on the brake pedal 13 by the driver is greater than the threshold value T, performing emergency braking, otherwise, performing non-emergency braking; when non-emergency braking is judged, medium and small intensity braking and large intensity braking are further distinguished according to signals of the pedal force sensor 15, the pedal force corresponding to the boundary of the medium and small intensity braking and the large intensity braking is set to be U, under the condition that the non-emergency braking is known, if the signal value of the pedal force sensor 15 at the moment is larger than U, the high intensity braking is carried out, and otherwise, the medium and small intensity braking is carried out.
When braking with medium and small strength: when a driver steps on the brake pedal 13, the pedal push rod 1 and the first piston 3 connected with the brake pedal 13 are pushed, the first piston 3 moves in the simulator cylinder 2 to compress the first spring 4, the first spring 4 pushes the third piston 8 to move inwards to compress the third spring 9, the first piston 3 does not touch the piston push rod of the second piston 6, at the moment, the first spring 4 and the third spring 9 are connected in series to provide elastic counter force, and the brake pedal feeling of the driver is simulated together.
Let the stiffness of the first spring 4 be k1The stiffness of the second spring 7 is k2And the stiffness of the second spring 7 is greater than that of the first spring 4, and the stiffness of the third spring 9 is k3The lever ratio of the brake pedal 13 is r, the simulated pedal force F at this stage1The relationship with the displacement x of the pedal push rod 1 (namely the value of the pedal stroke sensor 14) is as follows:
when braking with large intensity: the driver continues to step on the brake pedal 13, the pedal push rod 1 pushes the first piston 3 to continue moving inwards, the first piston 3 exceeds the idle stroke, contacts with the piston push rod of the second piston 6 and pushes the second piston 6, the first piston 3 and the second piston 6 can be regarded as a whole, the first spring 4 and the second spring 7 are compressed together, at the moment, the first spring 4 and the second spring 7 are connected in parallel and then connected in series with the third spring 9 to provide elastic counter force, and the brake pedal feeling of the driver is simulated together.
Suppose the relative displacement of the first piston 3 and the second piston 6 is d1(a fixed value, determined by the simulator structure), the simulated pedal force F at that stage2The relationship with the displacement x of the pedal push rod 1 (namely the value of the pedal stroke sensor 14) is as follows:
when a driver steps on the brake pedal 13, the pedal stroke sensor 14 obtains a pedal stroke signal, the pedal force sensor 15 obtains a pedal force signal, the two signals are transmitted to the electronic control unit ECU16, the electronic control unit ECU16 obtains an expected pedal force signal according to a pedal stroke-pedal force characteristic curve through the pedal stroke signal, and compares the expected pedal force signal with the actually received pedal force signal, when the actual pedal force signal is smaller, the electronic control unit ECU16 sends a control signal to the motor 12 to enable the motor 12 to rotate, the motor 12 drives the cam 11 to rotate through the first-stage gear reduction mechanism, the lift curve profile of the cam 11 pushes the fourth piston 10 to move forward, the third spring 9 is compressed forward, the purpose of compensating the pedal force is achieved, and the effect of the simulator is equivalent to that of an active pedal feeling simulator. During the process of releasing the brake pedal 13 by the driver, the ECU16 sends control signals to the motor 12 according to the signals of the pedal stroke sensor 14 and the pedal force sensor 15, controls the motor 12 to rotate reversely, finally drives the cam 11 to rotate back to the initial position, the fourth piston 10 returns to the position limiting device 17, and the brake pedal 13 returns to the initial position under the action of the counter force of the first spring 4 (or the first spring 4 and the second spring 7) and the third spring 9, and the effect of the simulator is equivalent to a passive pedal feeling simulator in the process.
Assuming that the rotational angle of the motor 12 is α, the module of the pinion 20 is m, and the number of teeth is z1The module of the big gear 21 is m, the number of teeth is z2The displacement s of the fourth piston 10, which is driven by the cam 11 and follows the follower 10, as a function of the angle β of the cam 11 (β), a compensating pedal reaction force F is generated during the phase in which the driver steps on the brake pedal 131' and F2′：
When the strength is medium and small:
at high strength:
wherein, β is α. z1/z2
During emergency braking: the ECU16 sends control signals to the motor 12 according to signals from the pedal stroke sensor 14 and the pedal force sensor 15, the motor 12 drives the cam 11 to rotate through the first-stage gear reduction mechanism, and further pushes the fourth piston 10 to move forward, so as to actively increase the resistance of the brake pedal 13 and adjust the feeling of the brake pedal 13, thereby meeting the demand of the simulated pedal force for emergency braking.
When the electronic control unit ECU16 fails: when the brake is braked with medium and small strength, the first spring 4 and the third spring 9 are connected in series to provide pedal feeling; when the brake is braked with large intensity, the first spring 4 and the second spring 7 are connected in parallel and then are connected in series with the third spring 9 to provide pedal feeling, and the simulator in the process is equivalent to a passive pedal feeling simulator.
Claims (9)
1. A semi-active brake-by-wire system pedal feel simulation device is characterized in that: the pedal type hydraulic simulator comprises a pedal push rod, a simulator cylinder body, a first piston, a first spring, a second piston cavity, a second piston, a second spring, a third piston, a third spring, a fourth piston, a cam, a gear reduction mechanism and a motor, wherein the first piston, the third piston and the fourth piston are sequentially assembled in the simulator cylinder body; the second piston cavity is arranged between the first piston and the third piston, is positioned in the first spring, and has one end fixed on the third piston; the pedal push rod penetrates through the simulator cylinder body to be connected with the first piston, the piston push rod of the second piston penetrates through the second piston cavity to be opposite to the first piston, and a section of idle stroke is arranged between the first piston and the piston push rod of the second piston in a non-braking state; the motor is established outside the simulator cylinder body, and the cam is established at simulator cylinder body internal rear portion, and rim and fourth piston butt, the motor passes through gear reduction mechanism and links to each other with the cam.
2. A semi-active brake-by-wire system pedal feel simulation device according to claim 1, wherein: the second spring has a stiffness greater than the stiffness of the first spring.
3. A semi-active brake-by-wire system pedal feel simulation device according to claim 1, wherein: the brake pedal is connected with a pedal push rod, the pedal force sensor is arranged on the brake pedal, the pedal stroke sensor is arranged on the pedal push rod, the pedal force sensor and the pedal stroke sensor are respectively connected with the electronic control unit ECU through lines, and force and stroke signals are transmitted to the electronic control unit ECU in real time.
4. A semi-active brake-by-wire system pedal feel simulation device according to claim 3, wherein: the motor is connected with the electronic control unit ECU through a circuit, and the electronic control unit ECU controls the motor to rotate.
5. A semi-active brake-by-wire system pedal feel simulation device according to claim 1, wherein: the cam contour line comprises a base circle curve and a lift curve; the rear portion is equipped with stop device in the simulator cylinder body, and fourth piston card is in stop device front side.
6. A semi-active brake-by-wire system pedal feel simulation device according to claim 5, wherein: the limiting device is a stop block or an annular bulge.
7. A semi-active brake-by-wire system pedal feel simulation device according to claim 1, wherein: and a sealing ring is arranged at the contact part of the first piston and the inner side wall of the simulator cylinder body.
8. A semi-active brake-by-wire system pedal feel simulation device according to claim 1, wherein: the motor also comprises a battery, and the battery is connected with the motor through the DC/AC module and provides electric energy for the motor.
9. A semi-active brake-by-wire system pedal feel simulation device according to claim 1, wherein: the gear reduction mechanism comprises a pinion and a bull gear, wherein the pinion is coaxially connected with an output shaft of the motor, the bull gear is coaxially connected with the cam, the pinion is meshed with the bull gear, the motor rotates to reduce and increase torque sequentially through transmission of the pinion and the bull gear, the cam is driven to rotate, and the fourth piston is pushed to move in the simulator cylinder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020257390.1U CN211685042U (en) | 2020-03-05 | 2020-03-05 | Semi-active brake-by-wire system pedal feel simulation device |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202020257390.1U CN211685042U (en) | 2020-03-05 | 2020-03-05 | Semi-active brake-by-wire system pedal feel simulation device |
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| CN211685042U true CN211685042U (en) | 2020-10-16 |
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| CN202020257390.1U Withdrawn - After Issue CN211685042U (en) | 2020-03-05 | 2020-03-05 | Semi-active brake-by-wire system pedal feel simulation device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111301379A (en) * | 2020-03-05 | 2020-06-19 | 吉林大学 | Semi-active brake-by-wire system pedal feel simulator |
-
2020
- 2020-03-05 CN CN202020257390.1U patent/CN211685042U/en not_active Withdrawn - After Issue
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111301379A (en) * | 2020-03-05 | 2020-06-19 | 吉林大学 | Semi-active brake-by-wire system pedal feel simulator |
| CN111301379B (en) * | 2020-03-05 | 2023-07-25 | 吉林大学 | Semi-active brake-by-wire system pedal feel simulator |
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Granted publication date: 20201016 Effective date of abandoning: 20230725 |