Vehicle

Abstract

The present disclosure relates to a vehicle. When there is a charging device at a destination set in the navigation device, a target temperature Tbt calculation unit calculates a target temperature of the battery at the destination. The internal resistance r calculation unit calculates the internal resistance on the basis of the current SOC and the target temperature. The heat generation amount Sh calculation unit calculates the heat generation amount of the battery using the current voltage, the internal resistance, the average power consumption from the current location to the destination, and the travel time from the current location to the destination. The temperature rise start timing St calculation unit calculates the temperature rise start timing of the temperature rise device on the basis of the temperature of the battery, the destination arrival time, and the heat generation amount. And when the temperature rise starting timing is reached, the ECU starts to heat the storage battery by using the temperature rise device.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a vehicle. BACKGROUND

[0002] Japanese Patent Application Publication No. 2009-44887 discloses a hybrid vehicle (so-called PHEV (Plug-in Hybrid Electric Vehicle)) that is capable of external charging. In the PHEV disclosed in this publication, when a place where charging is possible is set as a destination, temperature management of a battery is performed in such a manner that the temperature of the battery reaches a temperature range suitable for charging when the vehicle arrives at the destination.

[0003] In the above publication, when the vehicle approaches the destination, the charge / discharge current of the battery until the destination is predicted, and the heat generation amount of the battery is calculated from the charge / discharge current and the internal resistance of the battery. Then, the temperature of the battery when the destination is reached is predicted on the basis of the heat generation amount of the battery, the battery temperature, and the outdoor air temperature, the charge / discharge current during travel is controlled, and the cooling device / heating device of the battery is controlled so that the battery temperature when the destination is reached is the target temperature.

[0004] In the above case, when the heating device needs to be used to heat the battery, the temperature increase of the battery by the heating device can be insufficient when the calculated heat generation amount is greater than the actual heat generation amount. If the temperature increase of the battery is insufficient, the battery temperature when the destination is reached can be lower than the target temperature. SUMMARY

[0005] The present disclosure aims to accurately estimate the heat generation amount of the battery so that it is not greater than the actual heat generation amount, and to enable the battery to be properly temperature-increased.

[0006] The vehicle of the present disclosure includes a battery that is capable of external charging, a drive unit that drives the vehicle using electric power from the battery, a temperature-increasing device that temperature-increases the battery, a navigation device that performs route guidance to a destination, and a control device. When there is a charging facility at the destination, the control device: (1) sets a target temperature of the battery at the destination, (2) acquires an average power consumption of the battery from a current location to the destination, (3) acquires an internal resistance of the battery on the basis of a parameter associated with a current SOC and the target temperature, (4) acquires a heat generation amount of the battery using the average power consumption, a parameter associated with a current battery voltage, the internal resistance, and a travel time from the current location to the destination, and (5) sets a temperature-increase start timing of the temperature-increasing device using a current battery temperature, the target temperature, and the heat generation amount in such a manner that the temperature of the battery when the vehicle reaches the destination is the target temperature.

[0007] According to this structure, when there is a charging station at the destination set in the navigation device, the control device sets a target temperature for the battery at the destination. The control device obtains the battery's internal resistance based on parameters associated with the current State of Charge (SOC) and the target temperature. Because the electricity stored in the battery is consumed as the vehicle travels, the SOC upon arrival at the destination is lower than the current SOC. Therefore, the internal resistance is lower than the actual internal resistance during driving.

[0008] The control unit uses the battery's average power consumption from the current location to the destination, parameters associated with the current battery voltage, internal resistance, and travel time from the current location to the destination to determine the battery's heat generation. Because the electricity stored in the battery is consumed as the vehicle travels, the battery voltage upon arrival at the destination is lower than the current battery voltage. Therefore, the heat generation is calculated as a value lower than the actual heat generation.

[0009] The control unit uses the current battery temperature, target temperature, and heat generation to set the heating start time of the heating device in a way that ensures the battery temperature is at the target temperature when the vehicle arrives at its destination. Because the heat generation is calculated accurately to ensure that it does not exceed the actual heat generation, the heating start time can be set earlier, and the battery temperature can be appropriately maintained at the target temperature when external charging begins.

[0010] The parameter associated with the current SOC can be the current SOC, and the parameter associated with the current battery voltage can be the current battery voltage.

[0011] Based on this structure, the internal resistance is less than the actual internal resistance during driving, and the heat generation is no greater than the actual heat generation. Therefore, the timing for the start of temperature rise can be set earlier, appropriately maintaining the battery temperature at the target temperature when external charging begins.

[0012] The parameter associated with the current SOC can be the average of the current SOC and the SOC upon arrival at the destination, and the parameter associated with the current battery voltage can be the average of the current battery voltage and the battery voltage upon arrival at the destination.

[0013] Based on this structure, the internal resistance is less than the actual internal resistance during driving, and the heat generation is no greater than the actual heat generation. Therefore, the timing for the start of temperature rise can be set earlier, appropriately maintaining the battery temperature at the target temperature when external charging begins.

[0014] The control device can set a timer to start heating when the destination is set.

[0015] According to this structure, the heating start time can be set at the same time as the destination is set.

[0016] The control device can set the heating start time when the predetermined switch is in the ON state.

[0017] According to this structure, the heating start time is not set when the predetermined switch is off.

[0018] The above and other objects, features, aspects and advantages of this disclosure will become apparent from the following detailed description, which is understood in conjunction with the accompanying drawings. Attached Figure Description

[0019] Figure 1 This is a schematic structural diagram of a vehicle according to this embodiment.

[0020] Figure 2 A flowchart illustrating an example of the preparation process performed by the navigation device.

[0021] Figure 3 This is a flowchart illustrating an example of a temperature rise start timing calculation process performed by an ECU.

[0022] Figure 4 An example of an internal resistance calculation map stored in memory is shown.

[0023] Figure 5 This diagram illustrates an example of the functional blocks that make up an ECU.

[0024] Figure 6 A graph illustrating the temperature progression of the battery in this embodiment. Detailed Implementation

[0025] The embodiments of this disclosure are described in detail below with reference to the accompanying drawings. Furthermore, the same or equivalent parts in the drawings are given the same reference numerals without repeating their descriptions.

[0026] Figure 1 This is a schematic structural diagram of a vehicle according to this embodiment. In this embodiment, vehicle 1 is an electric vehicle, such as a battery electric vehicle (BEV). Vehicle 1 includes a motor generator (MG) 10, a power transmission gear 20, drive wheels 30, a power control unit (PCU) 40, a system main relay (SMR) 50, a battery 100, a monitoring unit 200, and an electronic control unit (ECU) 300.

[0027] The MG 10 functions as both an electric motor and a generator. The output torque of the MG 10 is transmitted to the drive wheel 30 via a power transmission gear 20, which includes a reducer and a differential.

[0028] When vehicle 1 brakes, MG 10 is driven by drive wheel 30, and MG 10 operates as a generator. The regenerative power generated by the regenerative braking force in MG 10 is stored in battery 100.

[0029] PCU 40 is a power conversion device that bidirectionally converts power between MG 10 and battery 100. PCU 40 includes, for example, an inverter and a converter that operate based on control signals from ECU 300.

[0030] SMR 50 is electrically connected to the power line connecting battery 100 and PCU 40. When SMR 50 is in the ON state in response to a control signal from ECU 300, power can be transferred between battery 100 and PCU 40. Conversely, when SMR 50 is in the OFF state, the electrical connection between battery 100 and PCU 40 is severed.

[0031] The storage battery 100 stores the electricity used to power the MG 10. The storage battery 100 is a secondary battery, which is a battery pack composed of multiple individual cells (battery units). The individual cells are, for example, composed of lithium-ion batteries, nickel-metal hydride batteries, or all-solid-state batteries.

[0032] The monitoring unit 200 includes a voltage detection unit, a current sensor, and a temperature detection unit. The voltage detection unit detects the voltage VB of the battery 100. The current sensor detects the current IB input and output to the battery 100. The temperature detection unit detects the temperature TB of the battery 100. Additionally, the monitoring unit 200 calculates the State of Charge (SOC) of the battery 100. For example, the SOC can be calculated using coulomb counting, SOC-OCV (Open Circuit Voltage) characteristics, or a combination thereof. The voltage VB, temperature TB, current IB, and SOC are output to the ECU 300.

[0033] Vehicle 1 is equipped with a DC socket 60 and an AC socket 80, configured to charge the battery 100 from an external DC power supply 400 or an external AC power supply 500 (EVSE: Electric Vehicle Supply Equipment) 2 (external charging). When the connector 420 provided at the front end of the charging cable 410 of the external DC power supply (EVSE) 400 is connected to the DC socket 60, the charging relay 70 is controlled to be in the connected state, and external charging (fast charging) of the battery 100 is performed.

[0034] When the connector 520 located at the front end of the charging cable 510 of the external AC power source (EVSE) 500 is connected to the AC socket 80, the on-board charger 130 converts the AC power supplied from the external AC power source into DC power. The DC power output from the on-board charger 130 is supplied to the battery 100 via the charging relay 90 to perform external charging (normal charging) of the battery 100.

[0035] The ECU 300 includes a CPU (Central Processing Unit) 301 and a memory 302. Based on signals received from the monitoring unit 200, signals from various sensors (not shown) (e.g., accelerator opening signal, vehicle speed signal, etc.), mappings stored in the memory 302, and other information, the ECU 300 controls various devices to bring the vehicle 1 to a desired state. Additionally, the ECU 300 controls the heating device 800 (described later).

[0036] The navigation device 600 calculates the current location (vehicle location) based on map data, including EVSE location and output information, and GPS (Global Positioning System) information. In addition to the CPU 601 and memory 602 (similar to the ECU 300), the navigation device 600 also includes GPS 604, and executes programs stored in the memory. The navigation device 600 provides route guidance to the user-defined destination. Furthermore, it can set via points along the route to the destination. Moreover, the map data can also be obtained from an external server via communication.

[0037] The HMI (Human Machine Interface) device 700 includes an input device and a display device. The input device and display device may be a touch panel display. The touch panel display can also serve as the input device and display device for the navigation device 600.

[0038] Vehicle 1 also includes a heating device 800. The heating device 800 heats the battery 100. The heating device 800 may be an electric heater that uses the power of the battery 100.

[0039] When the storage battery 100 is externally charged, the acceptable power (permissible power) of the storage battery 100 varies with the temperature TB, and there exists a suitable temperature range for charging within temperature TB. Therefore, it is preferable to raise the temperature of the storage battery 100 when the temperature TB is low so that the temperature TB reaches an appropriate temperature when external charging begins. The storage battery 100 generates heat (self-heating) due to charging and discharging, causing the temperature TB to rise. In this disclosure, taking into account the heat generated by the storage battery 100, the heating device 800 is controlled so that the temperature TB reaches an appropriate temperature when external charging begins.

[0040] Figure 2 This is a flowchart illustrating an example of the preparation process performed by the navigation device 600. The flowchart is processed after the destination of the navigation device is set using the input device (touch panel display) of the HMI device 700 and the route search is completed. In step (hereinafter referred to as "S") 10, it is determined whether an EVSE (charging station) is located at the set destination. Locations with EVSEs can be places that the operator has pre-registered with the navigation device, such as a home, a workplace parking lot, or a commercial facility parking lot. Alternatively, they can be locations stored in map data, such as public charging stations or membership-based charging stations.

[0041] If there is no EVSE at the destination, a negative decision is made and the process proceeds to S11. If there is an EVSE at the destination, a positive decision is made and the process proceeds to S12. In S11, the flag F is set to 0, and this routine ends.

[0042] In S12, the charging output Op [kW] of the destination EVSE is obtained and the flag F is set to 1. The charging output Op is pre-included in the map data information of the navigation device 600.

[0043] In the following S13, the average power consumption Pc[kW] of the battery 100 up to the destination, the travel time Rt, and the arrival time At are obtained, and this routine ends. The travel time Rt is the travel time from vehicle 1 to the destination while traveling on the route set through path search. The average power consumption Pc is the total power consumption Pw[kWh] of the battery 100 while traveling on this route, divided by the travel time Rt. The total power consumption Pw can be calculated based on the distance of the route, undulations, legal speed limits, and whether there is traffic congestion.

[0044] Figure 3This is a flowchart illustrating an example of the temperature rise start timing calculation process performed by ECU 300. The flowchart is processed when flag F is set to 1. Figure 2 When flag F is set to 1 in S12, voltage VB, temperature TB, and SOC are acquired in S20. Voltage VB, temperature TB, and SOC are detected by monitoring unit 200. Furthermore, SOC can also be calculated by ECU 300.

[0045] In S21, the target temperature Tbt of battery 100 is calculated based on the charging output Op. The charging output Op is... Figure 2 The value obtained in S12. The mapping that determines the relationship between the charging output Op and the target temperature Tbt is stored in memory 302, and this mapping can be used to calculate the target temperature Tbt based on the charging output Op. For example, when the charging output Op is large, the target temperature Tbt can be set to be higher than the target temperature Tbt when the charging output is small.

[0046] In S22, calculate the internal resistance r of battery 100. Figure 4 An example of an internal resistance calculation mapping stored in memory 302 is shown. The internal resistance calculation mapping is a two-dimensional mapping with temperature TB and state of charge (SOC) as parameters. For example... Figure 4 As shown, the higher the temperature TB and the higher the SOC, the smaller the internal resistance r. Conversely, the lower the temperature TB and the lower the SOC, the larger the internal resistance r. The internal resistance mapping is predetermined through experiments, etc. In S22, using the SOC (sometimes also called SOCr) obtained in S20 and the target temperature Tbt calculated in S21, according to... Figure 4 The internal resistance r is obtained by mapping the internal resistance calculation.

[0047] In the next step, S23, the heat generation (self-generated heat) Sh of the battery 100 is calculated. The heat generation Sh is the heat generated by the battery 100 from the current time point until reaching the destination due to the charging and discharging of the battery 100. In this embodiment, it is calculated using the following formula 1.

[0048] Calorific value Sh = (Pc / VB) 2 ×r×Rt……(Equation 1)

[0049] The average power consumption Pc and the driving time Rt are in Figure 2 The values ​​are obtained from S13. The voltage VB is the value obtained from S20. The internal resistance r is the value calculated from S22.

[0050] In S24, the heating start timing St of the heating device 800 is calculated. In this embodiment, the heating start timing St is used as the start time of the heating operation (powering on the electric heater) of the heating device 800. For example, the temperature rise Tr caused by the heat output Sh is calculated by dividing the heat output Sh by the heat capacity C of the battery 100 (Tr = Sh / C). Furthermore, the relationship between the heat output Sh and the temperature rise Tr can be determined in advance through experiments, etc., and stored as a mapping in the memory 302. The temperature rise Tr is then calculated based on this mapping.

[0051] The trend temperature Tbn (Tbn = TB + Tr) is calculated by adding the rising temperature Tr to the temperature TB (current temperature of battery 100) obtained in S20. The required temperature Hrt (Hrt = Tbt - Tbn) is calculated by subtracting the trend temperature Tbn from the target temperature Tbt. The temperature rise of battery 100 per hour when the heating device 800 is working is set as Hst. The heating time Ht is calculated by dividing the required temperature Hrt by the temperature Hst (Ht = Hrt / Hst). The temperature Hst can be preset through experiments, etc., and stored in the memory 302.

[0052] Next, ECU 300 calculates from... Figure 2 The arrival time At obtained in S13 is subtracted from the heating time Ht to obtain the time before the heating time Ht (the time before the heating time Ht from the arrival time At) as the heating start time St. Alternatively, the heating time Ht can be calculated based on a three-dimensional mapping set in advance through experiments, etc., with temperature TB (the current temperature of battery 100), target temperature Tbt, and heat generation Sh as parameters.

[0053] When processing in S24 is complete, proceed to S25. The current routine ends when the flag F is set to 0. Furthermore, when the required heating temperature Hrt is below 0 (Hrt < 0), the heating start timer St is not calculated in S24, and the process proceeds to S25.

[0054] When the heating start timer St arrives, ECU 300 activates the heating device 800 (powering on the electric heater if the heating device 800 is an electric heater). Alternatively, the location passed by vehicle 1 before the heating time Ht from arrival time At can be set as the heating start timer St. In this case, ECU 300 activates the heating device 800 when vehicle 1 passes that location. After the heating device 800 has activated, when the temperature TB reaches or exceeds the target temperature Tbt, ECU 300 stops the heating device 800 (powering on the electric heater is stopped if the heating device 800 is an electric heater).

[0055] Figure 5This diagram illustrates an example of the functional blocks configured in the ECU 300. The target temperature Tbt calculation unit 310 calculates the target temperature Tbt of the battery 100 based on the charging output Op. The internal resistance r calculation unit 320 uses SOCr and the target temperature Tbt, according to... Figure 4 The internal resistance r is calculated using the internal resistance calculation mapping. The heat generation Sh calculation unit 330 calculates the heat generation Sh using the average power consumption Pc, voltage VB, internal resistance r, and travel time Rt according to Equation 1 above. The temperature rise start timing St calculation unit 340 calculates the temperature rise start timing St using the temperature TB, heat generation Sh, and arrival time At.

[0056] Figure 6 A graph illustrating the temperature (TB) shift of the battery 100 in this embodiment. Figure 6 In this diagram, the vertical axis represents temperature (TB), and the horizontal axis represents time. In this embodiment, during S22 (refer to...) Figure 3 Alternatively, in the internal resistance calculation unit 320, the internal resistance r is calculated based on the SOC (SOCr) at the set destination and the target temperature Tbt. The electricity stored in the battery 100 is consumed as the vehicle 1 travels. Therefore, when the SOC at the destination is set to SOCa, SOCa is a value lower than SOCr (SOCa < SOCr). Accordingly, in this embodiment, the internal resistance r is calculated to be less than the actual internal resistance during travel (the internal resistance r is calculated to be a value not exceeding the actual internal resistance during travel).

[0057] Because the electricity stored in the battery 100 is consumed as the vehicle 1 travels, the voltage VB upon arrival at the destination is lower than the voltage VB at the set destination. In this embodiment, the heat generation Sh is calculated using the voltage VB at the set destination and the internal resistance r according to Equation 1 above. Therefore, the heat generation Sh is calculated to be less than the actual heat generation of the battery 100.

[0058] Because the heat generation Sh is calculated to be less than the actual heat generation of the battery (100), the temperature rise Tr based on the heat generation Sh is calculated to be smaller. When the temperature rise Tr is calculated to be smaller, the heating time Ht is calculated to be longer. When the heating time Ht is calculated to be longer, the heating start timing St is set earlier. Therefore, as... Figure 6 As shown by the solid line, if the heating start timer St is set to time t1, and the heating device 800 starts working at time t1, then the temperature TB reaches the target temperature Tbt before reaching the destination time tm, at which point the heating device 800 stops. When the heating device 800 stops, the temperature TB drops steadily. Because the temperature TB drops steadily, the temperature TB of the battery 100 can be maintained approximately at the target temperature Tbt suitable for external charging when external charging begins.

[0059] exist Figure 6The dashed line illustrates an example where the calculated heat generation Sh is greater than the actual heat generation of the battery 100. In this case, because the heating time Ht is calculated to be shorter, the heating start time St is set later. Therefore, as shown by the dashed line, if the heating start time St is set at time t2, and the heating device 800 starts operating at time t2, the temperature TB will not reach the target temperature Tbt even by the time the destination time tm arrives. Consequently, it is difficult to raise the temperature TB of the battery 100 to the target temperature Tbt suitable for external charging when external charging begins.

[0060] (Variation Example 1)

[0061] The vehicle in variant example 1 has Figure 1 The preconditioning switch 304 is shown by the dashed line. The rest of the structure is the same as in the embodiment described above. The preconditioning switch 304 is operated by the vehicle user. When the user performs an on operation, the preconditioning switch 304 remains on. When the user performs an off operation, the preconditioning switch 304 remains off.

[0062] In Modification 1, when the preprocessing switch 304 is in the ON state, and the destination is set by the navigation device 600, the following steps are executed: Figure 2 The preparation process shown and Figure 3 The temperature rise shown is now being calculated and processed at a set time.

[0063] When the preprocessing switch 304 is in the off state, even if the destination is set by the navigation device 600, the preparation process and the timing calculation process for starting the heating are not performed. In this case, the temperature TB of the battery 100 is not controlled by the heating device 800 to the target temperature Tbt.

[0064] During the process of driving according to the route guidance after the destination is set by the navigation device 600, when the preprocessing switch 304 is operated from the off state to the on state, at the time point (moment) of the change to the on state, execution is performed. Figure 2 The preparation process shown and Figure 3 The temperature rise calculation is shown to begin. In this case, the travel time Rt is the travel time from the point where the pre-processing switch 304 is turned on to the destination. The average power consumption Pc is the total power consumption [kWh] of the battery 100 from the point where the pre-processing switch 304 is turned on to the destination, divided by the travel time Rt. The SOC used to calculate the internal resistance r is the SOC when the pre-processing switch 304 is turned on. The voltage VB used to calculate the heat generation Sh is the voltage VB of the battery 100 when the pre-processing switch 304 is turned on.

[0065] In this variation 1, when the destination is set by the navigation device 600 and the pre-processing switch 304 is in the on state, the heating device 800 controls the battery 100 to the target temperature Tbt. Furthermore, the pre-processing switch 304 is equivalent to an example of the "predetermined switch" of this disclosure.

[0066] (Variation Example 2)

[0067] Because the electricity stored in the battery 100 is consumed as the vehicle 1 travels, the voltage VB upon arrival at the destination is lower than the voltage VB at the set destination. Furthermore, the state of charge (SOC) upon arrival at the destination (SOCa) is lower than the state of charge (SOCr) at the set destination. In the above embodiment, the internal resistance r is calculated using the state of charge (SOCr) at the set destination, so that the internal resistance r is calculated to be less than the actual internal resistance during travel. Additionally, in the above embodiment, the heat generation Sh is calculated using the internal resistance r and the voltage VB at the set destination, so that the heat generation Sh is calculated to be relatively small.

[0068] In Variation 2, the internal resistance r is calculated using the average value of the SOC (SOCa) upon arrival at the destination and the SOC (SOCr) at the set destination, SOCAV. For example, SOCa can be calculated based on SOCr and the total power consumption Pw, and the average value SOCAV can be calculated using "SOCAV = (SOCa + SOCr) / 2". Then, the internal resistance r is calculated using SOCAV and the target temperature Tbt. Figure 4 The internal resistance r is calculated by mapping the internal resistance.

[0069] In Variation 2, the heat generation Sh is calculated using the average value VBav of the voltage VB at the destination (voltage VBa) and the voltage VB at the set destination (voltage VBr). For example, the voltage VBa can be calculated based on the voltage VBr and the total power consumption Pw, and the average value VBav can be calculated using "VBav = (voltage VBa + voltage VBr) / 2". Then, using the internal resistance r obtained using SOCAV and the average value VBav, the heat generation Sh is calculated according to Equation 1 above.

[0070] In this modified example 2, the internal resistance r is calculated to be less than the actual internal resistance during driving, and the heat generation Sh is calculated to be less than the actual heat generation of the battery 100. Accordingly, the temperature rise start time St can be set earlier, and the temperature TB of the battery 100 can be well maintained at the target temperature Tbt suitable for external charging when external charging begins.

[0071] The embodiments of this disclosure have been described above, but it should be understood that the embodiments disclosed herein are illustrative in all respects and not restrictive. The scope of the technology shown in this disclosure is defined by the claims and is intended to include all modifications in the same sense and scope as the claims.

Claims

1. A vehicle comprising: a battery capable of external charging; a drive section that drives the vehicle using electric power of the battery; a warming-up device that warms up the battery; a navigation device that performs route guidance to a destination; and a control device that, when there is a charging facility at the destination, sets a target temperature of the battery at the destination, acquires an average power consumption of the battery from a current location to the destination, acquires an internal resistance of the battery based on a parameter associated with a current SOC and the target temperature, acquires a heat generation amount of the battery using the average power consumption, a parameter associated with a current battery voltage, the internal resistance, and a travel time from the current location to the destination, and sets a warming-up start timing of the warming-up device so that a temperature of the battery when the vehicle reaches the destination is the target temperature using a current battery temperature, the target temperature, and the heat generation amount.

2. The vehicle according to claim 1, wherein the parameter associated with the current SOC is a current SOC, and the parameter associated with the current battery voltage is a current battery voltage.

3. The vehicle according to claim 1, wherein the parameter associated with the current SOC is an average value of a current SOC and a SOC at the time of reaching the destination, and the parameter associated with the current battery voltage is an average value of a current battery voltage and a battery voltage at the time of reaching the destination.

4. The vehicle according to any one of claims 1 to 3, wherein the control device sets the warming-up start timing when the destination is set.

5. The vehicle according to any one of claims 1 to 3, wherein the control device sets the warming-up start timing when a predetermined switch performs an on operation. ​ wherein ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​

Images