THRUST REVERSER ACTUATING SYSTEM

Description

15 THRUST REVERSER ACTUATING SYSTEM Divided from BR102019010345-0, filed on 05 / 21 / 2019 FIELD

[001] This disclosure relates generally to a thrust reverser actuation system (“TRAS”) for an aircraft gas turbine engine. FUNDAMENTALS

[002] Aircraft thrust reversers typically employ one or more TRAS, which are configured to act as a thrust reverser. The TRAS may utilize translation cowlings configured to translate into use to open a cascade of vanes. At least two cowling actuation systems are typically used to transmit the drive from one engine to two translation cowlings, wherein the cowling actuation systems are symmetrical but separate. Failure of one or more components of a cowling actuation system, in particular a primary drive shaft associated with one of the cowling actuation systems, will have the effect of causing the respective translation cowling to accelerate rapidly due to its exposure to high-speed airflow. Certain safety devices are known in the art to restrain this acceleration, for example, a torsion shaft or other braking devices.However, these components are undesirably too heavy.

[003] The aim is to improve the operation of a TRAS by using at least two translational hoods. SUMMARY

[004] According to one aspect of the disclosure, a thrust reverser actuation system (TRAS) is provided, comprising a first fairing actuation system for translating a first fairing of a thrust reverser, a second actuation system of Petition 870240062751, dated 07 / 25 / 2024, page 7 / 28 / 15 separate fairing to translate a second thrust reverser fairing, and a device operatively connected between the first fairing actuation system and the second fairing actuation system and configured to transmit actuation from one of the first and second fairing actuation systems to the other of the first and second fairing actuation systems in the event of a failure or reduction in actuation of the other of the first and second fairing actuation systems.

[005] The above arrangement means that a cowl of an adjacent cowl actuation system can still be actuated or locked even in the event of a failure or reduction in the actuation of this system, leading to improvements in safety and reliability.

[006] The device may comprise one or more shafts operatively connected between the first fairing actuation system and the second fairing actuation system. The shafts may be rotatable with the first fairing actuation system and the second fairing actuation system.

[007] The device may comprise a lost motion device configured to actuate the other of the first and second fairing actuation systems in the event of a failure or reduction in the actuation of the other of the first and second fairing actuation systems.

[008] The thrust reverser actuation system may also comprise a motor (e.g., a common motor) configured to drive the first and second cowling actuation systems. These embodiments provide a simple solution to the problem of how to improve the reliability and safety of a thrust reverser actuation system by incorporating two cowling actuation systems driven by a common motor. The motor may be an electric motor.

[009] The thrust reverser actuation system can also Petition 870240062751, dated 07 / 25 / 2024, page 8 / 28 / 15, includes a brake operatively connected to the motor and configured to stop or hold (e.g., lock) a load connected to the motor by loss of electrical power to the motor. The load may correspond to one or both of the first and second fairing actuation systems and / or components thereof.

[0010] The first and second cowling actuation systems may each comprise a separate primary drive shaft, operatively connected to the motor, wherein each primary drive shaft may provide the main drive for the respective first or second cowling actuation system. Each primary drive shaft may be configured to drive a respective translation cowling. Each primary drive shaft may be connected to a respective cowling via one or more gearboxes.

[0011] The device can be configured to transmit the drive from the primary drive shaft of one of the first and second actuation systems to one or more components of the other of the first and second fairing actuation systems in the event of a failure or reduction in the drive of the other of the first and second fairing actuation systems.

[0012] This means that one of the first and second fairing actuation systems can operate to lock or actuate the other, using the drive received from the engine and through the respective primary drive shaft.

[0013] The first and second fairing actuation systems may each comprise one or more actuators configured to move a respective fairing between a retracted position and an extended position.

[0014] Each or more actuators may comprise a screw shaft and a ball screw nut, wherein the rotation of the screw shaft Petition 870240062751, dated 07 / 25 / 2024, page 9 / 28 / 15, can be configured to move one of the ball screw bolts and nuts along the longitudinal axis of the screw shaft to move the respective fairing between a retracted and an extended position. The principles described herein are considered particularly suitable for actuating hoods that are operated in a rotary system, for example, using ball screw actuators.

[0015] The device may comprise a first shaft operatively connected to the first fairing actuation system, a second shaft operatively connected to the second fairing actuation system and one or more intermediate components configured to transmit the drive between the first shaft and the second shaft.

[0016] The rotation of the first and second shafts (e.g., their speed and direction) may correspond and / or correlate directly with the rotation (e.g., their speed and direction) of the primary drive shaft of one of the first and second fairing actuation systems, for example, during normal operation.

[0017] The device may comprise one or more axially extending members connected and rotating with the first shaft and configured to engage, through one or more intermediate components, one or more axially extending members connected and rotating with the second shaft, to transfer the drive between the first shaft and the second shaft.

[0018] One or more intermediate components may comprise a rotating intermediate component comprising a plurality of members that are configured to cooperate with the members extending axially from the first and second axes after rotation of the first and second axes, such that rotation of one or both of the first and second axes causes a corresponding rotation of the intermediate component. Petition 870240062751, dated 07 / 25 / 2024, page 10 / 28 / 15

[0019] In the event of failure or reduction of the drive of one of the first and second axes, the drive can be transmitted to the other of the first and second axes through the axially extending members and cooperating members. The first axis, the second axis and the intermediate components can be rotatable around the same axis of rotation (e.g., a common one).

[0020] The thrust reverser actuation system may further comprise one or more sensors connected to the first and second fairing actuation systems and configured to detect the complete deployment of the first fairing and / or the second fairing.

[0021] The device can be configured to transmit the actuation of one of the first and second fairing actuation systems to the other of the first and second fairing actuation systems as mentioned above, allowing one or more sensors to detect the complete deployment of the first fairing and / or the second fairing.

[0022] This means that the thrust reverser actuation system can operate (albeit less efficiently) to an extent that allows an aircraft to incorporate the thrust reverser actuation system to prevent potentially catastrophic damage by notifying a pilot (e.g., via one or more sensors) that there is a fault that needs to be corrected.

[0023] The disclosure aspects extend to a gas turbine engine incorporating the thrust reverser actuation system described above, and also to an aircraft incorporating the gas turbine engine or the thrust reverser actuation system. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Several embodiments will now be described, by way of example, and with reference to the attached drawings, in which: Petition 870240062751, dated 07 / 25 / 2024, p. 11 / 28 / 15 Fig. 1 shows an arrangement of a TRAS according to an embodiment of the present disclosure; and Figure 2 shows a schematic exploded view of a device for use with the TRAS shown and described in Figure 1. DETAILED DESCRIPTION

[0025] Several embodiments of a thrust reverser actuation system (“TRAS”) will be described below, which aims to address the problem of a primary motor shaft of such a system failing during deployment. As will be described in more detail below, the present disclosure is intended to provide a lost motion device for interconnecting the shaft of a first fairing actuator with the shaft of a second fairing actuator.

[0026] Figure 1 shows an arrangement of a TRAS 10 for an aircraft. System 10 may be part of an aircraft gas turbine engine. It should be noted that Fig. 1 is highly schematic, and is provided merely to show the various connections between the various components of system 10.

[0027] System 10 comprises an electrical drive channel 12 that is configured to receive operational commands from an aircraft computer, for example, a command to deploy the thrust reverser. The electrical drive channel 12 is further configured to transmit a signal along a transmission line 14, which signal is received by a motor 16. The motor 16 can be any suitable motor, for example, a brushless DC electric motor (“BLDC”) that is capable of driving the various components of system 10.

[0028] A brake 20 can be operatively connected to motor 16 and configured to stop or hold the load connected to motor 16 (in this case, a thrust reverser) when electrical power is accidentally lost or intentionally disconnected. Such a brake can be referred to in the art. Petition 870240062751, dated 07 / 25 / 2024, page 12 / 28 / 15 as a “disabled” or “fail-safe” brake. Motor 16 is used to actuate the thrust reverser components, as described in more detail below. Such components may be associated with a load that is capable of causing a sudden and rapid acceleration of motor 16 (for example, due to the load being moved into a high-speed airflow). As such, brake 20 is provided to prevent a sudden and rapid acceleration of system components 10 due to an electrical fault in motor 16.

[0029] The motor 16 may also be operatively connected to one or more sensors 24 configured to detect the rotational speed and other characteristics of the motor 16, to allow the detection of an electrical fault and the implementation of the brake 20. The one or more sensors 24 may include a hall effect sensor and / or an electrical resolver.

[0030] In the embodiment illustrated, the motor 16 is shown as being configured to drive the first and second cowling actuation systems 62A, 62B. The first cowling actuation system 62A is associated with a first thrust reverser cowling 60A, while the second cowling actuation system 62B is associated with a separate second thrust reverser cowling 60B. It is anticipated that the principles described herein may be applied to systems involving more than two thrust reverser cowlings, however, and the disclosure should not be seen as being limited to such a situation.

[0031] Each 60A, 60B thrust reverser fairing can be configured in any manner known in the art. For example, each 60A, 60B thrust reverser fairing can be configured to uncover a cascade of thrust reverser vanes which, when deployed, redirect the airflow flowing from the direction of the aircraft's movement in such a way that it flows in the direction of movement to assist in the deceleration of the aircraft.

[0032] Referring to the first fairing actuation system Petition 870240062751, dated 07 / 25 / 2024, page 13 / 28 / 15 62A, motor 16 is configured to drive a first 60A of the thrust reverser cowls (that is, to move the first 60A thrust reverser cowl between the retracted and deployed positions) through various components of this 62A system, which will now be described in more detail.

[0033] Motor 16 is connected to a primary gearbox 52A 30A via a primary shaft, which is typically a single input, double output gearbox, allowing the power transmitted via shaft 30A (the “input”) to drive the first and second output shafts 32A, 34A, wherein the power transmitted to each of the first and second output shafts 32A, 34A may be substantially the same.

[0034] The first output shaft 32A is configured to drive a first ball screw mechanism 40A via a first secondary gearbox 36A, which is typically configured to transmit the drive received from the first output shaft 32A through 90 degrees to drive the first ball screw mechanism 40A. The first ball screw mechanism 40A may comprise a screw shaft 42A and a ball screw 44A, wherein rotation of the screw shaft 42A causes the ball screw 44A to move along the longitudinal axis of the screw shaft 42A.

[0035] The second output shaft 34A is configured to drive a second ball screw mechanism 50A via a second secondary gearbox 38A and a locking system 58A.

[0036] The second secondary gearbox 38A is typically configured in the same manner as the first secondary gearbox 36A described above, namely to transmit the drive received from the second output shaft 34A through 90° to drive the second ball screw mechanism 50A. The second ball screw mechanism 50A may comprise a screw shaft 52A as well as a ball screw. Petition 870240062751, dated 07 / 25 / 2024, page 14 / 28 / 15 balls 54A. As discussed above in relation to the first ball screw mechanism 40A, rotation of the screw shaft 52A causes the ball screw 54A to move along the longitudinal axis of the screw shaft 52A.

[0037] The locking system 58A is typically referred to as a “primary lock”, and is configured to prevent initial movement of the ball screw 54A in the actuation direction and out of its retracted position. Several such locking systems are known in the art, for example, incorporating solenoid locks, although any suitable locking system may be used in the present arrangements.

[0038] An additional locking system 59A is typically provided and may be known in the art as a “track lock” or “tertiary lock”. The locking system 59A may be configured to move a locking member into the path of the ball screw 44A of the first ball screw mechanism 40A to provide a method for preventing the implementation of the thrust reverser, in addition to the locking system 58A.

[0039] One or more 56A sensors may be connected to the first secondary gearbox 36A of the first ball screw mechanism 40A (or directly to the first ball screw mechanism 40A), 56A sensors which may be configured to measure the displacements of the first ball screw mechanism 40A. One or more 56A sensors may include, for example, a rotary variable differential transformer (“RVDT”). The 56A sensors may be configured to detect the deployment of the thrust reverser, detecting the amount of displacement of the first ball screw mechanism 40A.

[0040] The components of the second 62B fairing actuation system are identical to those of the first 62A fairing actuation system. That is, motor 16 is configured to actuate a second 60B of the thrust reverser cowls (i.e., to move the first 60A reverser cowl). Petition 870240062751, dated 07 / 25 / 2024, page 15 / 28 / 15 between the retracted and deployed positions) by means of several components, which are identical to the components described above that actuate the first thrust reverser housing 60A. As such, for the sake of brevity, the description of these components will not be repeated. Reference numbers similar to the components of the second housing actuation system 62B (to actuate the second thrust reverser housing 60B) in Fig. 1 indicate elements similar to those of the first housing actuation system 62A (to actuate the first thrust reverser housing 60A), except with the letter “A” replaced by the letter “B”.

[0041] According to the TRAS disclosure, 10 comprises a device 100 operatively connected between the first fairing actuation system 62A and the second fairing actuation system 62B, and configured to transmit the actuation of one of the first and second fairing actuation systems 62A, 62B to the other of the first and second fairing actuation systems 62A, 62B in the event of failure of the other of the first and second fairing actuation systems 62A, 62B.

[0042] The device 100 may comprise one or more shafts operatively connected to the second secondary gearbox 38A of the first cowl actuation system 62A and the second secondary gearbox 38B of the second cowl actuation system 62B, and may be configured to utilize lost motion in one of the first and second cowl actuation systems 62A, 62B to drive the other of the first and second cowl actuation systems 62A, 62B, in the event of failure of the other of the first and second cowl actuation systems 62A, 62B. The device may be a “lost motion device”, as is generally known in the art.

[0043] The failure of one or more components of the fairing actuation systems 62A, 62B, in particular one of the primary actuation shafts 30A, 30B, will have the effect of causing the respective hoods 60A, 60B Petition 870240062751, dated 07 / 25 / 2024, page 16 / 28 / 15 accelerate rapidly. Certain safety devices are known in the art to restrain this acceleration, for example, a torsion beam or other braking devices. However, such components are undesirably very heavy.

[0044] Providing a device 100 as described herein means that the failure of, for example, one of the primary drive shafts 30A, 30B allows the motor 16 to control the fairing actuation system 62A, 62B, although with more difficulty than during normal operation.

[0045] Fig. 2 schematically shows an exploded view of a device 100 operating in the manner described above. This is an example of such a device (i.e., a “lost motion device”), and the expert would be able to extend this teaching and utilize any suitable lost motion device in the broader aspects of the present disclosure.

[0046] The device 100 comprises a first shaft 102 which can be operatively connected to the first fairing actuation system 62A. The first shaft 102 rotates with one or more components of the first fairing actuation system 62A, for example the second secondary gearbox 38A, such that after the actuation of the first fairing actuation system 62A the first shaft 102 rotates.

[0047] The device 100 comprises a second shaft 104 which can be operatively connected to the second fairing actuation system 62B. The second shaft 104 rotates with one or more components of the second fairing actuation system 62B, for example the second secondary gearbox 38B, such that after the actuation of the second fairing actuation system 62B the second shaft 104 rotates.

[0048] The first shaft 102 is rotatable about an axis A and terminates in a radially extending flange 112 (i.e., radial with respect to axis A) comprising two axially extending members or dogs 114. Similarly, the second shaft 104 is rotatable about Petition 870240062751, dated 07 / 25 / 2024, p. 17 / 28 / 15 of axis A and terminates in a flange 122 that extends radially, comprising two members or dogs 124 that extend axially.

[0049] The device 100 further comprises an intermediate component 130 which is also in the form of a flange that extends radially and is rotatable about axis A. The intermediate component 130 comprises a plurality of members 132, 134 which are configured to cooperate with the axially extending members 114, 124 after rotation of the first and second axes 102, 104, respectively.

[0050] In normal use, the first shaft 102 and the second shaft 104 typically rotate at the same speed and by the same amount. As such, the members extending axially 114, 124 from the first and second shafts 102, 104 will contact both cooperating members 132, 134 in the intermediate component 130 and will rotate it substantially at the same speed and by substantially the same amount. Minor differences may be experienced due to different frictional forces (for example) in each of the first and second fairing actuation systems 62A, 62B. For example, if one shaft rotates, for example, faster than the other for a limited period of time, then the drive will be transferred to the other shaft via the device 100. When the shafts are rotating at the same speed (if this is the case), they will rotate substantially at the same rate and therefore the drive will no longer be transferred.

[0051] To achieve this, the drive can be transferred from device 100 to one of the respective secondary gearboxes 38A, 38B, which can be configured to add any received drive or torque to any received drive or torque from motor 16, such that the second secondary gearboxes 38A, 38B function as a summing junction for the drive received from device 100 and motor 16. The drive received by the second secondary gearboxes 38A, 38B from device 100 can be transferred through Petition 870240062751, dated 07 / 25 / 2024, p. 18 / 28 / 15 of the various components of the respective hood activation system 62A, 62B to operate a respective one of the hoods 60A, 60B.

[0052] In several embodiments, therefore, device 100 allows the hoods 60A, 60B to act in the same amount (e.g., align themselves) along the length of the trajectory, although different frictional forces may be felt by the different fairing actuation systems 62A, 62B during that time.

[0053] In the event of failure of either of the first and second fairing actuation systems 62A, 62B, one of the first shafts 102 and the second shaft 104 will cease to be under the control of the motor 16 and / or the brake 20, and will be free to rotate without restriction. This may prevent deployment if, for example, the fairing in question is retracted, or cause unwanted deployment or movement if the fairing (or other component) is exposed to a high-speed airflow. In this situation, according to the present disclosure, the other of the first shaft 102 and the second shaft 104 may transfer the drive to the device 100, and also prevent unwanted movement.

[0054] For example, if the second shaft 104 fails to be actuated due to the failure of the second fairing actuation system 62B, then the first fairing actuation system 62A will function and continue to actuate the first shaft 102 of the device 100. The axially extending members 114 will contact the cooperating members 132 in the intermediate component and rotate them. The cooperating members 134 in the intermediate component 130 will then actuate the axially extending members 124 in the second shaft 104. As such, the actuation will be transferred between the first shaft 102 and the second shaft 104.

[0055] At the same time, if the second fairing 60B is exposed to a high-speed airflow, this can cause the second shaft 104 of the device 100 to rotate rapidly. This rotation will, in Petition 870240062751, dated 07 / 25 / 2024, page 19 / 28 / 15 however, locked by device 100, since the axially extending members 124 that rotate with the second axis 104 will come into contact with the cooperating members 134 and then be actuated (or locked) by the first axis 102. Since the first axis 102 remains under the control of the motor 16 and / or the brake 20, the second brake 104 will be actuated in the same way as the first axis 102, through device 100.

[0056] Various modifications can be made to the arrangement in Fig. 2 in order to obtain a device suitable for any particular application.

[0057] For example, the illustrated device 100 comprises a relative path of approximately + / - 150 degrees before the device 100 operates to transfer the drive between the first shaft 102 and the second shaft 104. That is, if one of the axially extending members 114 of the first shaft 102 is in contact with one of the cooperating members 132 in an initial angular position, then (assuming the intermediate component 130 remains stationary) the axially extending member 114 would need to rotate approximately 150 degrees to contact the other cooperating member 132. This angle can be modified by moving the position(s) of the axially extending members (114, 124) and / or the cooperating members (132, 134), or by adding additional axially extending members and / or cooperating members. The angle between the axially extending members 114, 124 and the cooperating members 132, 134 can be adjusted during installation.Furthermore, this angle is the same for each set of members that extend axially 114, 124, but it could be different for members that extend axially 114 on the first axis 102 and for members that extend axially 124 on the second axis 104.

[0058] The disclosure aspects extend to a gas turbine engine incorporating the thrust reverser actuation system described Petition 870240062751, dated 07 / 25 / 2024, p. 20 / 28 / 15 above, and also to an aircraft that incorporates a gas turbine engine or thrust reverser actuation system.

[0059] Although the present disclosure has been described with reference to various embodiments, it will be understood by those skilled in the art that various alterations may be made in form and detail without departing from the scope of the invention as set forth in the appended claims. Petition 870240062751, dated 07 / 25 / 2024, pp. 21 / 28

Claims

1 / 4 CLAIMS 1. Thrust reverser actuation system (10), comprising: a first fairing actuation system (62A) for translating a first fairing (60A) of a thrust reverser; a second separate fairing actuation system (62B) for translating a second fairing (60B) of the thrust reverser; a motor (16) configured to drive the first and second fairing actuation systems (62A, 62B), wherein the first and second fairing actuation systems (62A, 62B) each comprise a separate primary drive shaft (30A, 30B) operatively connected to the motor (16), wherein each primary drive shaft (30A, 30B) provides the primary drive for the respective first or second fairing actuation system (62A, 62B);a device (100) operatively connected between the first fairing actuation system (62A) and the second fairing actuation system (62B), and configured to transmit the actuation of one of the first and second fairing actuation systems (62A, 62B) to the other of the first and second fairing actuation systems (62A, 62B); characterized in that the device (100) comprises a lost motion device configured to actuate the other of the first and second fairing actuation systems (62A, 62B) in the event of a failure of the other of the first and second fairing actuation systems (62A, 62B);and wherein the device (100) comprises a first shaft (102) operatively connected to the first fairing actuation system (60A), a second shaft (104) operatively connected to the second fairing actuation system (60B), and one or more intermediate components Petition 870240062751, dated 25 / 07 / 2024, page 22 / 28 2 / 4 (130) configured to transmit the drive between the first shaft (102) and the second shaft (104), wherein, in the event of failure of the first fairing actuation system (62A) or the second fairing actuation system (62B), one of the first shafts (102) and the second shaft (104) will no longer be under the control of the motor (16) and will be free to rotate without restriction.; 2. Thrust reverser actuation system according to claim 1, characterized in that the motor (16) is an electric motor (16).

3. Thrust reverser actuation system according to claim 1 or 2, characterized in that the thrust reverser actuation system (10) further comprises a brake (20) operatively connected to the motor (16) and configured to stop or hold a load connected to the motor (16) by loss of electrical power to the motor (16).

4. Thrust reversing actuation system according to any one of claims 1 to 3, characterized in that each primary drive shaft (30A, 30B) is configured to actuate a respective translation fairing (60A, 60B).

5. Thrust reversing actuation system according to any one of claims 1 to 4, characterized in that each primary drive shaft (30A, 30B) is connected to a respective housing (60A, 60B) through one or more gearboxes (52A, 36A, 38A, 52B, 36B, 38B).

6. Thrust reversing actuation system according to any one of claims 1 to 5, characterized in that the device (100) is configured to transmit actuation from the primary drive shaft (30A, 30B) of one of the first and second fairing actuation systems (62A, 62B) to one or more components (38A) of the other of the first and second fairing actuation systems (62A, 62B) in the event of a failure of the other of the first and second fairing actuation systems (62A, 62B).

7. Thrust reverser actuation system according to any one of claims 1 to 6, characterized in that the first and second fairing actuation systems (62A, 62B) each comprise one or more actuators (40A, 50A, 40B, 50B) configured to move a respective fairing (60A, 60B) between a retracted position and an extended position.

8. Thrust reversing actuation system according to claim 7, characterized in that each one or more actuators (40A, 50A, 40B, 50B) comprise a screw shaft (42A, 52A, 42B, 52B) and a ball screw nut (44A, 54A, 44B, 54B), wherein the rotation of the screw shaft (42A, 52A, 42B, 52B) is configured to move one of the screw shafts (42A, 52A, 42B, 52B) and ball screw nut (44A, 54A, 44B, 54B) along the longitudinal axis of the screw shaft (42A, 52A, 42B, 52B) to move the respective housing (60A, 60B) between a retracted and a retracted position. position implemented.

9. Thrust reversing actuation system according to any one of claims 1 to 8, characterized in that the device (100) comprises one or more axially extending members (114) connected and rotating with the first shaft (102) and configured to engage, through one or more intermediate components (130), one or more axially extending members (124) connected and rotating with the second shaft (104) to transfer the drive between the first shaft (102) and the second shaft (104).

10. Thrust reversing actuation system according to claim 9, characterized in that one or more intermediate components comprise a rotating intermediate component (130) comprising a plurality of members (132, 134) that are configured to cooperate with axially extending members (114, 124) of Petition 870240062751, dated 07 / 25 / 2024, p. 24 / 28 4 / 4 first and second shafts (102, 104) after rotation of the first and second shafts (102, 104), so that the rotation of one or both of the first and second shafts (102, 104) causes a corresponding rotation of the intermediate component (130) and the failure or reduction of the drive of one of the first shafts (102) and the second shaft (104) can be transmitted to the other of the first shaft (102) and the second shaft (104) through the axially extending members (114, 124) and cooperating members (132, 134).

11. Thrust reverser actuation system according to any one of claims 1 to 10, characterized in that it further comprises one or more sensors (56A, 56B) connected to the first and second fairing actuation systems (62A, 62B) and configured to detect the complete deployment of the first fairing (60A) and / or the second fairing (60B). Petition 870240062751, dated 07 / 25 / 2024, pp. 25 / 28

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