CN212046854U - Dual-motor gear shifting control system of hybrid electric vehicle and vehicle - Google Patents
Dual-motor gear shifting control system of hybrid electric vehicle and vehicle Download PDFInfo
- Publication number
- CN212046854U CN212046854U CN202020088819.9U CN202020088819U CN212046854U CN 212046854 U CN212046854 U CN 212046854U CN 202020088819 U CN202020088819 U CN 202020088819U CN 212046854 U CN212046854 U CN 212046854U
- Authority
- CN
- China
- Prior art keywords
- motor
- engine
- controller
- battery
- control system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The utility model discloses a double-motor gear shifting control system of a hybrid electric vehicle and a vehicle, which comprises a first motor, a second motor, an engine, a speed changer, a first battery and a control module; the first motor is connected with the input end of the crankshaft of the engine through a belt and is driven by the engine to generate electricity; the output end of a crankshaft of the engine is connected with an input shaft of the transmission, and the second motor is connected with an even-numbered gear input shaft of the transmission; the first battery is electrically connected with the first motor and the second motor respectively; the control module is used for controlling and operating the first motor. Compared with the prior art, the utility model discloses the speed governing function that makes P2.5 motor no longer restricts power battery's output size to make the vehicle still can smoothly shift under low temperature environment, improved the drivability of vehicle under the harsh condition.
Description
Technical Field
The utility model relates to the technical field of vehicles, especially, relate to a hybrid vehicle's bi-motor shift control system and vehicle.
Background
At present, a power source of a hybrid vehicle equipped with a wet Dual Clutch Transmission (DCT) includes a power generation-drive integrated motor in addition to an engine. Taking a 7-gear wet type double-clutch transmission as an example, the transmission is divided into an input shaft with odd gears (1, 3, 5 and 7) and a clutch thereof, and an input shaft with even gears (2, 4, 6 and R) and a clutch thereof, and a motor is connected with the input shaft with even gears through fixed gear meshing. Depending on the position of the electric machine in the hybrid powertrain, this hybrid powertrain is referred to as a P2.5 configuration hybrid powertrain. When the vehicle runs in a hybrid mode, the power of the engine and the P2.5 motor is transmitted to wheels after being mechanically coupled through the double-clutch transmission, so that the vehicle is driven together.
In the process of shifting gears of even gears of the wet type double-clutch vehicle, a clutch driving disc (connected with an engine crankshaft) needs to be separated from a clutch driven disc (connected with an even gear input shaft) firstly, then an even gear output shaft is separated from the current gear, at the moment, a gear selecting mechanism controls a synchronizer (connected with the even gear output shaft) to be gradually combined with a gear of a pre-selected gear through friction, when the difference between the rotating speeds of the synchronizer and the gear of the pre-selected gear is reduced to be within a certain range, the synchronizer is locked, and the transmission finishes the whole process of shifting gears of the even gears. Compared with a traditional power wet type double-clutch vehicle, the even gear shifting process of the hybrid vehicle is different. Since the P2.5 motor is connected to the even-numbered gear input shaft, when the synchronizer performs speed synchronization, the rotational inertia and the frictional resistance of the shaft itself are overcome, and the rotational inertia and the frictional resistance of the motor are also overcome, so that the speed change of the even-numbered gear input shaft is slowed down, the synchronization time of the synchronizer is prolonged, the gear shifting time of the vehicle is prolonged, the abrasion of the synchronizer is accelerated, and even the vehicle runs unsmoothly. According to the existing solution, after a transmission is disengaged from a gear, a P2.5 motor is switched to a rotating speed control mode for speed regulation, so that the problem of slow change of the rotating speed of an input shaft with even gears caused by the rotational inertia and friction resistance of the motor is solved. The whole gear shifting process can be mainly divided into three stages of gear shifting before, gear shifting after and gear shifting before and gear shifting during gear shifting. Before the transmission is out of gear, the P2.5 motor uses a zero-torque mode, and does not output any power to the transmission, so that the rotation speed fluctuation of an input shaft during gear disengagement is reduced; before the transmission is shifted after gear shifting, the P2.5 motor is switched into a rotating speed control mode for speed regulation, and the target rotating speed of the motor is the rotating speed of the input shaft of the target gear, so that the motor and the input shaft can keep synchronous rotation; when the transmission is shifted, the P2.5 motor returns to a zero torque mode, and at the moment, the motor keeps rotating speed synchronization with the input shaft and does not output power, so that the synchronizer can quickly synchronize the rotating speed, and the transmission can smoothly complete gear shifting.
The P2.5 motor is required to actively provide power to speed the transmission before it is shifted into a rear gear, and in order for the transmission to complete the shift in a short amount of time, the motor is often required to provide a large torque instantaneously. Taking the shifting process of 4-gear and 2-gear reduction as an example, the transmission ratio is increased after the gear is reduced to 2-gear, so the rotating speed of the input shaft of the even-numbered gears needs to be increased, and the rotating speed of the P2.5 motor also needs to be increased to keep the synchronization with the rotating speed of the input shaft. Normally, a shift time is about several hundred milliseconds, so that the P2.5 motor needs to provide a large positive torque to increase the rotation speed, and the power battery also outputs a large power instantaneously. As is known, the performance of the power battery is greatly affected by temperature, and when the power battery is in a low-temperature environment and the output power of the power battery is limited, the torque output by the P2.5 motor may not meet the speed regulation requirement, so that the gear shifting difficulty is caused. Currently, when a hybrid vehicle of the P2.5 configuration encounters the above-mentioned problem, the synchronizer is often required to forcibly synchronize the rotational speeds by friction, thereby causing increased wear of the synchronizer, prolonged shift time, and uneven running of the vehicle.
Therefore, it is necessary to provide a dual-motor shift control system for a hybrid vehicle and a vehicle to solve the above technical problems.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a hybrid vehicle's bi-motor shift control system and vehicle to solve the technical problem among the above-mentioned background art.
The utility model discloses a realize through following technical scheme:
the utility model provides a double-motor gear shifting control system of a hybrid electric vehicle, which comprises a first motor, a second motor, an engine, a transmission, a first battery and a control module; the first motor is connected with the input end of a crankshaft of the engine through a belt, and the first motor generates electricity under the driving of the engine; the crankshaft output end of the engine is connected with the input shaft of the transmission, and the second motor is connected with the even-numbered gear input shaft of the transmission; the first battery is electrically connected with the first motor and the second motor respectively; the control module is used for controlling and operating the first motor.
Further, the control module includes an engine controller, a transmission controller, and a second motor controller; the engine controller is used for sending a downshift request to the transmission controller, and the transmission controller is used for controlling the transmission to output a requested gear; the engine controller is further configured to send an unload motor torque request to the second motor controller.
Further, the engine controller is also configured to send a rotational speed control request to the second motor controller.
Further, the dual-motor gear shifting control system of the hybrid electric vehicle further comprises an obtaining module, wherein the obtaining module is used for obtaining the running state of the engine, the temperature of the first battery and the peak value of the output power of the first battery.
Further, the dual-motor gear shifting control system of the hybrid electric vehicle further comprises a judging module, wherein the judging module is configured to judge whether to operate the first motor to generate power for auxiliary gear shifting according to the following conditions:
whether the engine is running;
whether the engine controller sends a rotational speed control request to the second motor controller;
whether the temperature of the first battery is lower than a preset temperature threshold value;
whether the output power peak value of the first battery is smaller than a preset output power value or not;
when the conditions are met, the judging module judges that the first motor is operated to generate power to carry out auxiliary gear shifting, and when any one of the conditions is not met, the judging module judges that the first motor is not operated.
Further, the control module further comprises a first motor controller, and when the judging module judges that the first motor is operated to generate power to perform auxiliary gear shifting, the engine controller is further configured to send a final torque request to the first motor controller.
Further, the engine controller is further configured to send a zero torque request to the second motor controller when the determination module determines not to operate the first motor.
Further, the engine controller is further configured to send a normal mode torque request to the second motor controller when the shift is completed.
Further, the dual-motor gear shifting control system of the hybrid electric vehicle further comprises a second battery and a voltage converter, wherein the voltage converter is electrically connected with the first battery and the second battery respectively.
Correspondingly, the utility model also provides a vehicle, this vehicle includes foretell hybrid vehicle's bi-motor shift control system.
Implement the utility model discloses, following beneficial effect has:
the utility model discloses a hybrid vehicle's bi-motor shift control system and vehicle, on the hybrid power system's of P2.5 configuration basis, a BSG motor has been integrated at the bent axle input of engine again, utilizes bi-motor hybrid power system to make the speed governing function of P2.5 motor no longer confine power battery's output size to make the vehicle still can smoothly shift gears under low temperature environment, improved the driveability of vehicle under the harsh condition.
Drawings
In order to more clearly illustrate the technical solutions and advantages of the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without inventive work.
Fig. 1 is a schematic structural diagram of a dual-motor shift control system according to an embodiment of the present invention;
fig. 2 is a control flow chart of the dual-motor shift control system according to the embodiment of the present invention;
wherein the reference numerals in the figures correspond to: 1-a first motor, 2-an engine, 3-a transmission, 4-a second motor, 5-a first battery, 6-a voltage converter, 7-a second battery.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the present invention will be described in further detail with reference to the accompanying drawings. It is obvious that the described embodiments are only some of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by a person of ordinary skill in the art without creative efforts belong to the protection scope of the present invention.
In the description of the present invention, it is to be understood that the terms "first," "second," and the like are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or otherwise described herein.
In the present invention, unless otherwise expressly stated or limited, the terms "connected" and "connecting" are to be construed broadly, e.g., as meaning a fixed connection, a removable connection, or an integral part; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
Examples
Referring to fig. 1, a dotted line in the figure indicates electrical connection, and the dual-motor shift control system of the hybrid electric vehicle of the embodiment includes a first motor 1, a second motor 4, an engine 2, a transmission 3, a first battery 5 and a control module; the first motor 1 is connected with the input end of a crankshaft of the engine 2 through a Belt, the first motor 1 generates power under the driving of the engine 2, and the first motor 1 is a BSG (Belt-Driven Starter Generator) motor; the crankshaft output end of the engine 2 is connected with the input shaft of the transmission 3, the second motor 4 is connected with the even-numbered gear input shaft of the transmission 3, and the second motor 4 is a P2.5 motor according to the position of the second motor 4; the first battery 5 is electrically connected with the first motor 1 and the second motor 4 respectively, and the first battery is a 48V battery; the control module is used for controlling the operation of the first electric machine 1.
The dual-motor gear shifting control system of the hybrid electric vehicle in the embodiment integrates the BSG motor at the input end of the crankshaft of the engine on the basis of the P2.5-structured hybrid electric system, and the dual-motor hybrid electric system is utilized to enable the speed regulation function of the P2.5 motor not to be limited to the output power of the power battery any more, so that the vehicle can still smoothly shift gears in a low-temperature environment, and the driving performance of the vehicle under severe conditions is improved.
As a specific implementation manner, the dual-motor shift control system of the hybrid electric vehicle in this embodiment further includes a second battery 7 and a voltage converter 6, the second battery 7 is a 12V battery, the voltage converter 6 is electrically connected to the first battery 5 and the second battery 7, respectively, the 48V battery is used as an energy source of a whole 48V system of the vehicle, and can provide electric energy to the system and store electric energy generated by the two motors, and the voltage converter 6 can realize mutual conversion between the 48V voltage and the 12V voltage.
As a specific embodiment, the control module includes an engine controller, a transmission controller, and a second motor controller; the engine controller is used for sending a downshift request to the transmission controller, and the transmission controller is used for controlling the transmission to output a requested gear; the engine controller is further configured to send an unload motor torque request to the second motor controller.
In one embodiment, the engine controller is further configured to send a speed control request to the second motor controller.
As a specific implementation manner, the dual-motor shift control system of the hybrid electric vehicle in the embodiment further includes an obtaining module, which is used for obtaining the operation state of the engine 2, the temperature of the first battery 5 and the peak value of the output power of the first battery 5.
As a specific implementation manner, the dual-motor shift control system in this embodiment further includes a determining module, configured to determine whether to operate the first motor 1 to generate power for performing an auxiliary shift according to the following conditions:
whether the engine 2 is running;
whether the engine controller sends a rotating speed control request to the second motor controller or not;
whether the temperature of the first battery 5 is lower than a preset temperature threshold value;
whether the peak value of the output power of the first battery 5 is smaller than a preset output power value;
when the conditions are all met, the judging module judges that the first motor 1 is operated to generate power to perform auxiliary gear shifting, and when any one of the conditions is not met, the judging module judges that the first motor 1 is not operated.
As a specific embodiment, the control module further comprises a first motor controller, and when the determining module determines that the first motor 1 is operated to generate power for assisting the gear shifting, the engine controller is further configured to send a final torque request to the first motor controller.
In other embodiments, the engine controller is further configured to send a zero torque request to the second motor controller when the determination module determines that the first motor 1 is not operating.
As a specific embodiment, the engine controller is further configured to send a normal mode torque request to the second motor controller when the shift is completed.
The dual-motor gear shifting control system of the hybrid electric vehicle of the embodiment takes a gear shifting process of 4-gear and 2-gear reduction of a transmission as an example, and a gear shifting control flow is shown in fig. 2 and includes the following steps:
in the first step, the engine controller is used as a coordination module of the power of the whole vehicle and sends a downshift request to the transmission controller, the transmission controller requests the clutch of the even-numbered gears to be separated so as to unload the torque of the input shaft of the even-numbered gears, and meanwhile, the engine controller requests the second motor controller to unload the motor torque, so that the second motor 4 can work in a torque control mode and output zero torque. Unloading the even-numbered gear input shaft and the torque of the second electric machine provides for the next step of disengaging gear 4 of the transmission 3.
And secondly, after the even-numbered gear input shaft and the torque of the second motor 4 are unloaded, the transmission controller controls the gear shifting mechanism, namely the transmission 3 to take off the 4 gears.
And thirdly, after the gear 4 is removed, entering a rotating speed control mode. The engine controller sends a speed control mode request and a target speed to the second motor controller, wherein the target speed is determined by the speed of the input shaft in the even gear, so that the synchronizer can quickly synchronize the speed when the 2-gear is engaged. The second motor 4 starts to respond to the rotating speed control mode and the rotating speed request of the engine controller, the torque control mode is switched to the rotating speed control mode, and meanwhile the second motor 4 regulates the speed according to the target rotating speed.
And fourthly, since the gear of the transmission 3 is changed from 4 to 2, the transmission ratio is increased, the rotating speed of the input shaft of the even-numbered gears needs to be increased, and the second motor 4 needs to output positive torque to increase the rotating speed of the second motor. At this time, the hybrid control unit may determine whether to use the first motor 1 for the auxiliary gear shift according to the following four conditions:
whether the engine 2 is running or not, and as the BSG motor (namely, the first motor 1) is connected with the crankshaft of the engine 2 through a belt, the power generation of the BSG motor needs the engine 2 to provide power for the BSG motor;
whether the engine controller sends a rotating speed control mode request to the second motor controller or not can be judged through a rotating speed control mode request signal, and the speed regulation and gear shifting of the transmission 3 by the second motor 4 can be carried out;
whether the first battery 5 is in a low-temperature environment or not can be judged by the temperature of the first battery 5, and the performance of the battery can be possibly reduced by the external low-temperature environment, so that the speed regulation of the second motor 4 is influenced;
whether the peak value of the output power of the first battery 5 is too small or not, if the output power of the first battery 5 is too small, the second motor 4 cannot output enough positive torque to increase the rotating speed to the target rotating speed;
when the four conditions are met simultaneously, the first motor 1 is used for auxiliary gear shifting, a power generation torque request for auxiliary gear shifting is superposed in a final torque request sent by the engine controller to the first motor controller, then the first motor 1 generates power to provide electric energy for a 48V electric system, and finally the second motor 4 finishes speed regulation by using the electric energy provided by the first motor 1 and the 48V battery together.
Fifthly, after the second motor 4 finishes speed regulation, the engine controller sends a torque control mode request and a zero torque request to the second motor controller, the second motor 4 limits the output torque to zero, and then the transmission controller controls the transmission 3 to be in the 2-gear.
Sixthly, after the transmission 3 is in the 2-gear, the engine controller sends a normal torque request to the second motor controller, meanwhile, the even-gear clutch starts to be gradually combined, and then the vehicle is driven by the engine 2 and the second motor 4 to run together.
The above embodiment of the utility model has following beneficial effect:
the utility model discloses a hybrid vehicle's bi-motor shift control system and vehicle, on the hybrid power system's of P2.5 configuration basis, a BSG motor has been integrated at the bent axle input of engine again, utilizes bi-motor hybrid power system to make the speed governing function of P2.5 motor no longer confine power battery's output size to make the vehicle still can smoothly shift gears under low temperature environment, improved the driveability of vehicle under the harsh condition.
The foregoing is a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of improvements and decorations can be made without departing from the principle of the present invention, and these improvements and decorations are also considered as the protection scope of the present invention.
Claims (10)
1. The dual-motor gear shifting control system of the hybrid electric vehicle is characterized by comprising a first motor (1), a second motor (4), an engine (2), a transmission (3), a first battery (5) and a control module;
the first motor (1) is connected with the crankshaft input end of the engine (2) through a belt, and the first motor (1) generates electricity under the driving of the engine (2);
the crankshaft output end of the engine (2) is connected with the input shaft of the transmission (3), and the second motor (4) is connected with the even-numbered gear input shaft of the transmission (3);
the first battery (5) is electrically connected with the first motor (1) and the second motor (4) respectively;
the control module is used for controlling and operating the first motor (1).
2. The dual motor shift control system of a hybrid vehicle of claim 1, wherein the control module includes an engine controller, a transmission controller and a second motor controller;
the engine controller is used for sending a downshift request to the transmission controller, and the transmission controller is used for controlling the transmission (3) to output a requested gear;
the engine controller is further configured to send an unload motor torque request to the second motor controller.
3. The dual motor shift control system for a hybrid vehicle of claim 2, wherein the engine controller is further configured to send a speed control request to the second motor controller.
4. The dual motor shift control system of a hybrid vehicle according to claim 3, further comprising an acquisition module for acquiring an operating state of the engine (2), a temperature of the first battery (5), and an output power peak value of the first battery (5).
5. The dual-motor shift control system of a hybrid vehicle according to claim 4, further comprising a determination module configured to determine whether to operate the first motor (1) to generate power for an assisted shift according to the following conditions:
whether the engine (2) is running;
whether the engine controller sends a rotational speed control request to the second motor controller;
whether the temperature of the first battery (5) is lower than a preset temperature threshold value;
whether the output power peak value of the first battery (5) is smaller than a preset output power value or not;
when the conditions are met, the judging module judges that the first motor (1) is operated to generate power to perform auxiliary gear shifting, and when any one of the conditions is not met, the judging module judges that the first motor (1) is not operated.
6. The dual-motor shift control system of a hybrid vehicle according to claim 5, wherein the control module further comprises a first motor controller, and the engine controller is further configured to send a final torque request to the first motor controller when the determination module determines to operate the first motor (1) to generate power for an assisted shift.
7. The dual motor shift control system of a hybrid vehicle according to claim 5, wherein the engine controller is further configured to send a zero torque request to the second motor controller when the determination module determines not to operate the first motor (1).
8. The dual motor shift control system for a hybrid vehicle of claim 7, wherein the engine controller is further configured to send a normal mode torque request to the second motor controller when a shift is completed.
9. The dual motor shift control system of a hybrid vehicle according to claim 1, further comprising a second battery (7) and a voltage converter (6), the voltage converter (6) being electrically connected to the first battery (5) and the second battery (7), respectively.
10. A vehicle characterized by comprising the two-motor shift control system of a hybrid vehicle according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020088819.9U CN212046854U (en) | 2020-01-15 | 2020-01-15 | Dual-motor gear shifting control system of hybrid electric vehicle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020088819.9U CN212046854U (en) | 2020-01-15 | 2020-01-15 | Dual-motor gear shifting control system of hybrid electric vehicle and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212046854U true CN212046854U (en) | 2020-12-01 |
Family
ID=73537431
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020088819.9U Active CN212046854U (en) | 2020-01-15 | 2020-01-15 | Dual-motor gear shifting control system of hybrid electric vehicle and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212046854U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114771279A (en) * | 2022-04-11 | 2022-07-22 | 一汽解放汽车有限公司 | Service life control method and device for commercial vehicle dual-motor drive system and the like |
-
2020
- 2020-01-15 CN CN202020088819.9U patent/CN212046854U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114771279A (en) * | 2022-04-11 | 2022-07-22 | 一汽解放汽车有限公司 | Service life control method and device for commercial vehicle dual-motor drive system and the like |
| CN114771279B (en) * | 2022-04-11 | 2024-05-07 | 一汽解放汽车有限公司 | Service life control method and device for commercial vehicle double-motor driving system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108382187B (en) | Dual-motor hybrid power system and control method thereof | |
| CN108382188B (en) | Hybrid electric vehicle power system and control method thereof | |
| US7771310B2 (en) | Drive state shift control apparatus for hybrid vehicle | |
| US7975791B2 (en) | Hybrid vehicle drive control system | |
| US7878281B2 (en) | Transmitting state switching control apparatus for hybrid vehicle | |
| US7874956B2 (en) | Engine start controlling apparatus and method for hybrid vehicle | |
| EP1541900B1 (en) | Vehicular drive system and driving method | |
| CN108137033B (en) | Method and device for operating a drive device and drive device | |
| US9216734B2 (en) | Control device | |
| JP3639829B2 (en) | Automatic transmission system and automobile | |
| EP2529990A1 (en) | An engine stop control system for hybrid electric vehicle | |
| WO2011077813A1 (en) | Hybrid vehicle | |
| WO2011052306A1 (en) | Control device for vehicle | |
| GB2452136A (en) | Holding a hybrid electric vehicle on an inclined surface | |
| JPH0958301A (en) | Vehicle drive device controller | |
| JP2009120189A (en) | Controller for hybrid electric vehicle | |
| JP2009173196A (en) | Hybrid vehicle | |
| CN112092796A (en) | Control method of four-wheel-drive pure electric vehicle power system and vehicle | |
| JP2006131037A (en) | Driving device for hybrid vehicle and its control method | |
| CN111907320B (en) | Hybrid power transmission, control method and vehicle | |
| JP2000272360A (en) | Hybrid car with automatic manual transmission | |
| US20200023726A1 (en) | Control device | |
| CN212046854U (en) | Dual-motor gear shifting control system of hybrid electric vehicle and vehicle | |
| EP2402196A1 (en) | A hybrid power drive system and a drive method of the same | |
| JP5376154B2 (en) | Shift control device for hybrid electric vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |