Dual clutch automatic transmission control method, device and electronic equipment

Abstract

The application provides a kind of double clutch type automatic transmission control method, device and electronic equipment, once determining vehicle by in gear coasting state enters in gear acceleration state, it can control clutch in three stages: in the first stage, clutch torque is controlled based on engine torque to transition to the first target torque and enter the second stage;In the second stage, clutch torque is controlled at a first rate to increase from the first target torque, and when the speed difference between the actual engine speed and the input shaft speed under the current gear position meets the corresponding speed threshold, the third stage is entered;In the third stage, the speed difference between the actual engine speed and the target engine speed is used as the input of the closed-loop PID control algorithm, and the clutch torque is controlled according to the second target torque output by the closed-loop PID control algorithm.The application controls gear pair reversing knock energy from the perspective of clutch, and eliminates the shaking problem caused by transmission stiffness in the form of clutch friction.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of transmission control, more particularly, to a control method and device of a dual-clutch automatic transmission and an electronic device. BACKGROUND

[0002] In the process of gear coasting, the engine of the parallel-shaft dual-clutch automatic transmission is generally in the state of fuel cut, and the clutch is in the state of lock, at this time, the vehicle drags the engine to run, the engine speed is slightly lower than the input shaft speed corresponding to the current gear, and the clutch transmits negative torque.

[0003] If the driver steps on the accelerator to prepare for acceleration, the clutch is usually still in the state of lock and follows the engine torque for combination control, but there is a power flow reversing in this process, when the engine speed is higher than the input shaft speed corresponding to the current gear, the clutch changes from transmitting negative torque to transmitting positive torque, which easily excites the knocking noise and shaking of the transmission system, mainly occurring at the gear pair of the output shaft gear and the reducer gear. Figure 1 The "lightning" mark position in the middle. SUMMARY

[0004] In view of this, in order to solve the above problems, the present application provides a control method and device of a dual-clutch automatic transmission and an electronic device, and the technical solutions are as follows.

[0005] In one aspect, the present application provides a control method of a dual-clutch automatic transmission, which comprises:

[0006] In the case of determining that the vehicle enters the in-gear acceleration state from the in-gear coasting state, controlling the clutch torque to transit to a determined first target torque based on the engine torque;

[0007] Controlling the clutch torque to increase from the first target torque at a first rate;

[0008] If the speed difference between the actual engine speed and the input shaft speed under the current gear meets a corresponding speed threshold, taking the speed difference between the actual engine speed and the determined target engine speed as the input of a closed-loop PID control algorithm, and controlling the clutch torque according to the second target torque output by the closed-loop PID control algorithm.

[0009] Preferably, the determination that the vehicle enters the in-gear acceleration state from the in-gear coasting state comprises:

[0010] If the vehicle is in the in-gear coasting state, monitoring the accelerator opening degree;

[0011] If the accelerator opening degree meets a corresponding acceleration condition, it is determined that the vehicle enters the in-gear acceleration state from the in-gear coasting state.

[0012] Preferably, the controlling the clutch torque to transition to the determined first target torque based on the engine torque comprises:

[0013] determining a torque limit value of the clutch torque according to an absolute value of the engine torque;

[0014] controlling the clutch torque to transition to the first target torque at a second rate, taking the torque limit value as a minimum value, the second rate being greater than the first rate.

[0015] Preferably, the controlling the clutch torque to increment from the first target torque at the first rate comprises:

[0016] controlling the clutch torque to increment from the first target torque according to a curvature of a determined quadratic curve.

[0017] Preferably, the method further comprises:

[0018] if the actual engine speed is synchronized with the input shaft speed, exiting the control.

[0019] Another aspect of the present application provides a control device for a dual-clutch automatic transmission, the device comprising:

[0020] a first control module configured to, in a case where it is determined that the vehicle enters an on-road acceleration state from an on-road coasting state, control the clutch torque to transition to a determined first target torque based on the engine torque;

[0021] a second control module configured to control the clutch torque to increment from the first target torque at a first rate;

[0022] a third control module configured to, if a speed difference between the actual engine speed and the input shaft speed in the current gear satisfies a corresponding speed threshold value, take a speed difference between the actual engine speed and a determined target engine speed as an input of a closed-loop PID control algorithm, and control the clutch torque according to a second target torque output by the closed-loop PID control algorithm.

[0023] Optionally, the first control module configured to determine that the vehicle enters the on-road acceleration state from the on-road coasting state is specifically configured to:

[0024] if the vehicle is in the on-road coasting state, monitor a throttle opening degree; and if the throttle opening degree satisfies a corresponding acceleration condition, determine that the vehicle enters the on-road acceleration state from the on-road coasting state.

[0025] Optionally, the first control module configured to control the clutch torque to transition to the determined first target torque based on the engine torque is specifically configured to:

[0026] determining a torque limit value of the clutch torque according to an absolute value of the engine torque; and controlling the clutch torque to transit to the first target torque at a second rate, which is greater than the first rate, with the torque limit value as a minimum value.

[0027] Optionally, the second control module is specifically used for:

[0028] controlling the clutch torque to increment from the first target torque according to the curvature of the determined quadratic curve.

[0029] In another aspect, the application provides an electronic device, comprising at least one memory and at least one processor; the memory stores a program, and the processor invokes the program stored in the memory, and the program is used to implement the double-clutch automatic transmission control method.

[0030] Compared with the prior art, the application has the following beneficial effects:

[0031] The application provides a double-clutch automatic transmission control method, device and electronic device. Once it is determined that the vehicle enters the gear accelerating state from the gear coasting state, the clutch is controlled in three stages: in the first stage, the clutch torque is controlled to transit to the first target torque based on the engine torque and enter the second stage; in the second stage, the clutch torque is controlled to increment from the first target torque at a first rate, and when the speed difference between the actual engine speed and the input shaft speed under the current gear position meets the corresponding speed threshold, the third stage is entered; in the third stage, the speed difference between the actual engine speed and the target engine speed is taken as the input of the closed-loop PID control algorithm, and the clutch torque is controlled according to the second target torque output by the closed-loop PID control algorithm. The application controls the gear pair reversing knock energy from the clutch perspective, and eliminates the jitter problem caused by the transmission system stiffness in the form of clutch sliding friction through the closed-loop PID control. BRIEF DESCRIPTION OF DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only the embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor based on the provided drawings.

[0033] Figure 1 It is a structure schematic diagram of the output shaft gear and the reducer gear pair;

[0034] Figure 2 It is a control schematic diagram of a traditional clutch;

[0035] Figure 3 This is a flowchart of a dual-clutch automatic transmission control method provided in an embodiment of the present invention;

[0036] Figure 4 This is a schematic diagram of clutch control provided in an embodiment of the present invention;

[0037] Figure 5 This is a schematic diagram of the structure of a dual-clutch automatic transmission control device provided in an embodiment of the present invention;

[0038] Figure 6 This is a hardware structure block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0039] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0040] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0041] See Figure 2 , Figure 2 This diagram illustrates traditional clutch control. When the vehicle is coasting in gear, the engine is typically cut off from fuel, and the clutch is locked. In this state, the vehicle is dragging the engine, and the engine speed is slightly lower than the input shaft speed of the current gear. The clutch transmits negative torque. If the driver presses the accelerator to accelerate, the throttle opening gradually increases to a certain value. Normally, the clutch remains locked and engages in response to the engine torque. However, this process involves a reversal of power flow. When the engine speed exceeds the input shaft speed of the current gear, the clutch switches from transmitting negative torque to transmitting positive torque, which can easily excite knocking noise and vibration in the transmission system. It should be noted that... Figure 2 and Figure 4 The torque of the clutch is not directional; it is only a numerical value.

[0042] To address this issue and improve the smoothness of acceleration in dual-clutch automatic transmissions, this invention provides a control method for dual-clutch automatic transmissions, applied to the process control of acceleration from coasting in a fixed gear. This invention does not require changes to the structure of the dual-clutch automatic transmission, but subdivides the acceleration process in a fixed gear into three stages for control. It controls the commutation energy of the gear pair from the clutch angle and eliminates the vibration problem caused by transmission stiffness through clutch slippage.

[0043] Referring to Figure 3 , Figure 3 A method flow chart of a double-clutch automatic transmission control method provided by the embodiment of the application, the double-clutch automatic transmission control method comprising the following steps:

[0044] S10, in the case of determining that the vehicle enters the in-gear acceleration state from the in-gear coasting state, controlling the clutch torque to transit to the determined first target torque based on the engine torque.

[0045] Referring to Figure 4 , the vehicle is in the in-gear coasting state, the engine is in the fuel cut-off state, the clutch is in the lock-up state, the engine speed is lower than the input shaft speed corresponding to the current gear, and the clutch transmits negative torque. The driver steps on the accelerator pedal, and the transmission controller (TCU, Transmission Control Unit) controls the acceleration process, enters the in-gear acceleration state, which is referred to as Tip in Lash control in the application. The control method is divided into three stages, the first stage is referred to as the Ramp (clutch pressure reduction) stage, the second stage is referred to as the Lash (eliminate the transmission clearance) stage, and the third stage is referred to as the Antilock (prevent the clutch from locking) stage.

[0046] In the case of determining that the vehicle enters the in-gear acceleration state from the in-gear coasting state (i.e. Figure 2 and Figure 4 Tip in), the transmission controller controls the clutch to enter the Ramp stage. In the Ramp stage, the transmission controller controls the clutch torque to transit to the first target torque, and the entire transition process is limited by the absolute value of the engine torque to avoid the engine speed being lower than the input shaft speed under the current gear. The first target torque is related to the transmission clearance and the transmission stiffness, so the first target torque can be set according to the transmission clearance and the transmission stiffness.

[0047] In the specific implementation process, the determination that the vehicle enters the in-gear acceleration state from the in-gear coasting state can adopt the following steps:

[0048] If the vehicle is in the in-gear coasting state, the accelerator opening degree is monitored; and if the accelerator opening degree meets the corresponding acceleration condition, it is determined that the vehicle enters the in-gear acceleration state from the in-gear coasting state.

[0049] In the embodiment of the application, once the vehicle is in the in-gear coasting state, the transmission controller starts to monitor the accelerator opening degree, and if the accelerator opening degree meets the corresponding acceleration condition, i.e., reaches Tip in (fast accelerator pedal), it is determined that the vehicle enters the in-gear acceleration state from the in-gear coasting state.

[0050] The acceleration condition can include that the accelerator opening degree is greater than a corresponding opening degree threshold value, and that a rate of change of the accelerator opening degree is greater than a corresponding rate of change threshold value. It should be noted that the opening degree threshold value and the rate of change threshold value can be set according to an actual application scenario, and embodiments of the present application do not limit this.

[0051] In the implementation process, the step of "controlling the clutch torque to transit to the determined first target torque based on the engine torque" in step S10 can adopt the following steps:

[0052] The torque limit value of the clutch torque is determined according to the absolute value of the engine torque; and the clutch torque is controlled to transit to the first target torque at a second rate, which is greater than the first rate, with the torque limit value as the minimum value.

[0053] In the embodiments of the present application, in the Ramp phase, the entire transition process of the clutch torque controlled by the transmission controller to transit to the first target torque is limited by the absolute value of the engine torque, so that the torque limit value of the clutch torque can be determined according to the absolute value of the engine torque, and the torque limit value is less than or equal to the absolute value of the engine torque.

[0054] Taking the absolute value of the engine torque as an example of the torque limit value, the transmission controller controls the clutch torque to transit to the first target torque at a certain rate (i.e., the second rate), and during the entire transition process, the clutch torque is greater than the absolute value of the engine torque, thereby avoiding the engine speed from being lower than the input shaft speed at the current gear more. The second rate is greater than the subsequent first rate.

[0055] S20, controlling the clutch torque to increment from the first target torque at the first rate.

[0056] In the embodiments of the present application, the transmission controller determines that the clutch torque reaches the first target torque, that is, the control of the clutch into the Lash phase. The Lash phase is the main phase of the backlash shift to produce noise, so accurate clutch torque control is needed, and the setting of the first target torque also needs to consider the clutch drag torque and the transmission system drag torque loss.

[0057] Referring to Figure 4 In the Lash phase, the transmission controller controls the clutch to increment from the first target torque at the first rate, which belongs to a small rate.

[0058] In the implementation process, the step of "controlling the clutch torque to increment from the first target torque at the first rate" in step S20 can adopt the following steps:

[0059] The clutch torque is controlled to increment from the first target torque according to the curvature of the determined quadratic curve.

[0060] In the embodiment of the present application, the first rate can be the curvature of a quadratic curve, and the quadratic curve can be set according to an actual application scenario, and the embodiment of the present application does not limit this.

[0061] In S30, if the speed difference between the actual engine speed and the input shaft speed under the current gear satisfies the corresponding speed threshold value, the speed difference between the actual engine speed and the determined target engine speed is taken as the input of the closed-loop PID control algorithm, and the clutch torque is controlled according to the second target torque output by the closed-loop PID control algorithm.

[0062] In the embodiment of the present application, when the transmission controller determines that the speed difference between the actual engine speed and the input shaft speed under the current gear satisfies the speed threshold value, the clutch enters the control of the Antilock stage. It should be noted that the speed threshold value can be set according to an actual application scenario, and the embodiment of the present application does not limit this.

[0063] The control of the Antilock stage can also be referred to as the control of preventing the clutch from being locked. The target engine speed is set, the engine torque is taken as the feedforward torque, the speed difference between the actual engine speed and the target engine speed is taken as the input of the closed-loop PID (Proportional, Integral, Differential) control algorithm, the output of the closed-loop PID control algorithm is the second target torque, and the transmission controller controls the clutch torque to reach the second target torque. The whole process ensures that the actual engine speed follows the target engine speed, and avoids the shaft system jitter caused by early locking in the form of clutch slip. The integral anti-saturation method is used in the closed-loop PID control algorithm, when the integral item output exceeds the set threshold value, only the error in the opposite direction is accumulated, to avoid the situation that the actual engine speed cannot follow the target engine speed due to slow adjustment of the clutch torque.

[0064] The target engine speed can be set according to the input shaft speed under the current gear, and the target engine speed can be higher than the input shaft speed by a bias value, which can be set according to an actual application scenario, and the embodiment of the present application does not limit this.

[0065] On this basis, if the actual engine speed and the input shaft speed under the current gear are synchronized, the control is exited. Specifically, the transmission controller determines that the actual engine speed and the input shaft speed are the same, and the control of the Antilock stage is exited.

[0066] The double-clutch automatic transmission control method provided by the embodiment effectively improves the over transmission system gap noise caused by transmission system switching, effectively solves the shaft system jitter caused by transmission stiffness and transmission gap difference, and improves the control robustness by means of the clutch friction control in the third stage.

[0067] Based on the double-clutch automatic transmission control method provided in the above embodiment, the embodiment of the application correspondingly provides a device for executing the double-clutch automatic transmission control method, a structure diagram of the device is as shown in Figure 5 The device comprises:

[0068] The first control module 10 is configured to, in a case where it is determined that the vehicle enters the in-gear acceleration state from the in-gear coasting state, control the clutch torque to transit to a determined first target torque based on the engine torque.

[0069] The second control module 20 is configured to control the clutch torque to increase from the first target torque at a first rate.

[0070] The third control module 30 is configured to, if a rotational speed difference between the actual engine rotational speed and the input shaft rotational speed under the current gear satisfies a corresponding rotational speed threshold value, take a rotational speed difference between the actual engine rotational speed and the determined target engine rotational speed as an input of a closed-loop PID control algorithm, and control the clutch torque according to a second target torque output by the closed-loop PID control algorithm.

[0071] Optionally, the first control module 10 for determining that the vehicle enters the in-gear acceleration state from the in-gear coasting state is specifically configured to:

[0072] If the vehicle is in the in-gear coasting state, the accelerator opening degree is monitored; if the accelerator opening degree satisfies a corresponding acceleration condition, it is determined that the vehicle enters the in-gear acceleration state from the in-gear coasting state.

[0073] Optionally, the first control module 10 for controlling the clutch torque to transit to the determined first target torque based on the engine torque is specifically configured to:

[0074] The torque limit value of the clutch torque is determined according to the absolute value of the engine torque; the clutch torque is controlled to transit to the first target torque at a second rate, with the torque limit value as the minimum value, and the second rate is greater than the first rate.

[0075] Optionally, the second control module 20 is specifically configured to:

[0076] The clutch torque is controlled to increase from the first target torque according to the curvature of the determined quadratic curve.

[0077] Optionally, the third control module 30 is further configured to:

[0078] If the actual engine speed is synchronized with the input shaft speed, the control is exited.

[0079] It should be noted that the detailed functions of the modules in the embodiments of the present application can be referred to the corresponding disclosed parts of the embodiments of the double-clutch automatic transmission control method described above, and will not be described here.

[0080] Based on the double-clutch automatic transmission control method provided in the above embodiments, the embodiments of the present application correspondingly provide an electronic device, which comprises at least one memory and at least one processor; the memory stores a program, and the processor invokes the program stored in the memory, and the program is used to implement the double-clutch automatic transmission control method.

[0081] Referring to Figure 6 The hardware structure of the electronic device can include a processor 11, a communication interface 12, a memory 13 and a communication bus 14;

[0082] In the embodiments of the present application, the number of the processor 11, the communication interface 12, the memory 13 and the communication bus 14 is at least one, and the processor 11, the communication interface 12 and the memory 13 complete the communication among each other through the communication bus 14.

[0083] The processor 11 can be a central processing unit CPU, a GPU (Graphics Processing Unit, graphics processing unit), or a specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application, etc.

[0084] The memory 13 can include a high-speed RAM memory, and can also include a non-volatile memory, etc., such as at least one disk memory.

[0085] The memory 13 stores application programs and data generated by the running of the application programs, and the processor 11 executes the application programs to realize the functions:

[0086] In the case of determining that the vehicle enters the gear accelerating state from the gear coasting state, the clutch torque is controlled to transition to the determined first target torque based on the engine torque; the clutch torque is controlled to increase from the first target torque at a first rate; if the speed difference between the actual engine speed and the input shaft speed under the current gear satisfies the corresponding speed threshold, the speed difference between the actual engine speed and the determined target engine speed is taken as the input of the closed-loop PID control algorithm, and the clutch torque is controlled according to the second target torque output by the closed-loop PID control algorithm.

[0087] It should be noted that the processor performs the refinement and expansion of the functions implemented by the application program, which can be referred to the description above.

[0088] Based on the above embodiment, a storage medium is provided, and the storage medium stores computer executable instructions, and the computer executable instructions are used to execute the double-clutch automatic transmission control method.

[0089] The above describes in detail the double-clutch automatic transmission control method, device and electronic equipment provided by the present application. The principles and implementation manners of the present application are described by using specific examples. The above embodiment is only used to help understand the method of the present application and its core idea. Meanwhile, for those skilled in the art, according to the idea of the present application, the specific implementation manner and application range can be changed. Therefore, the content of the specification should not be understood as a limitation of the present application.

[0090] It should be noted that each embodiment in the specification is described in a progressive manner, and each embodiment focuses on the difference from other embodiments. The same and similar parts between each embodiment can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the related part can be referred to the method part.

[0091] It should be further noted that in this document, the relationship terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements, or including the elements inherent in the process, method, article or device, or further including the elements inherent in the process, method, article or device. Without more limitations, the element defined by the statement "including a" does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0092] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to the embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method of a dual-clutch automatic transmission characterized by comprising: The method comprises: in the case of determining that the vehicle enters the on-gear acceleration state from the on-gear coasting state, controlling the clutch torque to transit to a determined first target torque based on the engine torque, and the whole transition process is limited by the absolute value of the engine torque; controlling the clutch torque to increase from the first target torque at a first rate; if the speed difference between the actual engine speed and the input shaft speed in the current gear satisfies a corresponding speed threshold, taking the speed difference between the actual engine speed and the determined target engine speed as an input of a closed-loop PID control algorithm, and controlling the clutch torque according to a second target torque output by the closed-loop PID control algorithm, so as to avoid shaft system jitter caused by early locking in the form of clutch slip friction through the closed-loop PID control algorithm, wherein the closed-loop PID control algorithm adopts an integral anti-windup method, and when the integral item output exceeds a set threshold, only the error in the opposite direction is accumulated.

2. The method of claim 1, wherein, The determination that the vehicle enters the on-gear acceleration state from the on-gear coasting state comprises: if the vehicle is in the on-gear coasting state, monitoring the accelerator opening degree; if the accelerator opening degree satisfies a corresponding acceleration condition, determining that the vehicle enters the on-gear acceleration state from the on-gear coasting state.

3. The method of claim 1, wherein, The control of the clutch torque to transit to the determined first target torque based on the engine torque comprises: determining a torque limit value of the clutch torque according to the absolute value of the engine torque; controlling the clutch torque to transit to the first target torque at a second rate, taking the torque limit value as the minimum value, and the second rate is greater than the first rate.

4. The method of claim 1, wherein, The control of the clutch torque to increase from the first target torque at the first rate comprises: controlling the clutch torque to increase from the first target torque according to the curvature of a determined quadratic curve.

5. The method of claim 1, wherein, The method further comprises: if the actual engine speed is synchronized with the input shaft speed, exiting the control.

6. A twin-clutch automatic transmission control device characterized by comprising: The device comprises: a first control module configured to, in the case of determining that the vehicle enters the on-gear acceleration state from the on-gear coasting state, control the clutch torque to transit to a determined first target torque based on the engine torque, and the whole transition process is limited by the absolute value of the engine torque; a second control module configured to control the clutch torque to increase from the first target torque at a first rate; a third control module configured to, if the speed difference between the actual engine speed and the input shaft speed in the current gear satisfies a corresponding speed threshold, take the speed difference between the actual engine speed and the determined target engine speed as an input of a closed-loop PID control algorithm, and control the clutch torque according to a second target torque output by the closed-loop PID control algorithm, so as to avoid shaft system jitter caused by early locking in the form of clutch slip friction through the closed-loop PID control algorithm, wherein the closed-loop PID control algorithm adopts an integral anti-windup method, and when the integral item output exceeds a set threshold, only the error in the opposite direction is accumulated.

7. The apparatus of claim 6, wherein, The first control module for determining that the vehicle enters the on-gear acceleration state from the on-gear coasting state is specifically configured to: If the vehicle is in the on-road coasting state, a throttle opening degree is monitored; if the throttle opening degree satisfies a corresponding acceleration condition, it is determined that the vehicle enters the on-road accelerating state from the on-road coasting state.

8. The apparatus of claim 6, wherein, The first control module is configured to control the clutch torque to transition to the determined first target torque based on the engine torque, and in particular to: determine a torque limit value of the clutch torque according to an absolute value of the engine torque; and control the clutch torque to transition to the first target torque at a second rate, which is greater than the first rate, with the torque limit value as a minimum value.

9. The apparatus of claim 6, wherein, The second control module is configured to: control the clutch torque to increment from the first target torque according to a curvature of the determined quadratic curve.

10. An electronic device, comprising: The electronic device includes at least one memory and at least one processor; the memory stores a program, and the processor invokes the program stored in the memory; the program is used to implement the dual-clutch automatic transmission control method of any one of claims 1-5.

Images