Aircraft assembly including a primary structure of an attachment pylon secured to a wing box in the leading edge region with a more compact fitting

Abstract

In order to optimize the design of an assembly (1) for an aircraft, the aircraft comprises: a wing (2); an engine attachment pylon (4) comprising a primary structure (28); and means for fixing the primary structure (28) to a wing box (14). These means comprise: two lateral front fittings (42), each of which comprises: a first connection portion (46) fixed to a front wing spar (16); a second connection portion (52) fixed to the primary structure (28); at least one fixing member (56) hinged to each of the first connection portion (46) and the second connection portion (52). Furthermore, the first connection portions (46) of the two fittings (42) are made integral in a single-wing connector (62) extending substantially over the entire height of the front wing spar (16).

Description

Technical Field

[0001] The invention belongs to the field of aircraft and in particular relates to an assembly comprising an aircraft wing and an engine attachment pylon fixed below the wing. The invention preferably relates to such an assembly intended for supporting a large-diameter engine of the turbofan type. An example of an assembly of this type is disclosed, for example, in document FR 2 887 522.

[0002] The present invention is particularly applicable to commercial aircraft. Background Art

[0003] In existing aircraft, the engine, for example a jet engine, is suspended under the wing by means of a complex attachment arrangement, also called an EMS (engine mounting structure), or by means of an attachment pylon. The attachment pylon commonly used has a main structure, also called a rigid structure, which is usually in the form of a box, that is to say, is manufactured by assembling a lower wing spar and an upper wing spar connected together by a plurality of transverse reinforcing ribs located inside the box and at its ends. The wing spars are arranged on the lower and upper surfaces, while the side panels close the box at the side surfaces. Furthermore, the attachment pylon is arranged in the upper part of the engine, between the engine and the wing box. This is called the "12 o'clock" position.

[0004] As is known, the main structure of these pylons is designed to allow the static and dynamic loads generated by the engine - for example weight, thrust or different dynamic loads, in particular those related to failures such as fan blade out (FBO), nose gear collapse, hard landing, etc. - to be transmitted to the wing.

[0005] In the attachment pylons known in the prior art, such as document FR 2 887 522, the transmission of loads between the primary structure of the attachment pylon and the wing box is generally ensured by a set of fittings comprising: a front fitting, a rear fitting and an intermediate fitting, the latter being particularly intended to resist the thrust loads generated by the engine. These fittings are generally inserted vertically between the wing box and the primary structure of the attachment pylon.

[0006] Recent engines have become increasingly larger in diameter. For turbofan engines, such as jet engines, the required high bypass ratio leads to a particularly large volume, since an increase in the bypass ratio inevitably leads to an increase in the diameter of the engine, more specifically, to an increase in the diameter of its fan case.

[0007] Therefore, the space remaining between the wing and the engine, while determining the ground clearance to remain acceptable from a safety point of view, proves to be increasingly limited. It is therefore difficult to install the attachment pylons and the various wing accessories usually dedicated to this type of installation in this remaining vertical space. This is made all the more difficult by considering that the passing loads are also high and that it is necessary to have appropriate dimensioning of the wing box, the primary structure and the accessories connecting these two elements. In particular, the latter must have dimensions large enough to provide mechanical strength capable of resisting the loads transmitted from the engine to the wing, with low deformations under stress so as not to impair the aerodynamic performance of the propulsion system.

[0008] In the prior art, many solutions have been proposed for bringing the engine as close as possible to the wing element from which it is suspended, in particular in order to maintain the required ground clearance despite the increased size of the engine. In particular, it is possible to mount some accessories, at least partially, in the leading edge region of the wing. However, the high loads resisted by these accessories mean that these accessories must be dimensioned accordingly, in particular in the longitudinal direction, leaving limited space for the systems and equipment that are usually accommodated in the leading edge region.

[0009] Therefore, there is a need to optimize the existing design to reduce the volume of the fittings connecting the wing box to the pylon box. Summary of the invention

[0010] To meet this need, the subject of the present invention is an assembly for an aircraft, comprising: an aircraft wing including a wing box formed in part by means of a front wing spar, an upper suction side skin and a lower pressure side skin;

[0011] an engine attachment pylon arranged below the wing, the pylon comprising a primary structure formed as a pylon box having an upper spar extending at least partially below the wing box, and

[0012] Means for securing the primary structure of the attachment pylon to the wing box.

[0013] According to the invention, the fixing device comprises: two lateral front fittings, each of these fittings comprising:

[0014] a first connecting portion, which is fixed to the front wing spar by means of a first fixing element;

[0015] a second connecting portion secured to a primary structure to which the hanger is attached;

[0016] At least one fixed member is hinged to each of the first and second connecting parts about a hinge pin, the hinge pin being substantially orthogonal to the plane of the front wing spar.

[0017] Furthermore, first connection portions of two lateral front fittings are made in one piece in a single wing connector, extending over substantially the entire height of the front wing spar, the single wing connector further comprising: an upper connector portion and a lower connector portion connecting the two first connection portions, the upper connector portion being fixed to the front wing spar and the upper suction side skin by a second fixing element, and the lower connector portion being fixed to the front wing spar and the lower pressure side skin by a third fixing element.

[0018] By means of the proposed arrangement, the single-wing connector can be more compact in the longitudinal direction while providing a high load transmission capacity and, in particular, resistance to torque in this same direction. In particular, this can be explained by the fact that the loads passing through the two transverse front fittings can meet in the single-wing connector and flow along an imaginary closed line adjacent to the two first connection parts and the lower and upper connector parts. In addition, since the single-wing connector extends to substantially the entire height of the front spar, the elements for fixing the connector can be distributed over a large area of ​​the front spar and on the skin on the pressure side and the suction side. As a result, the load at each fixing element is reduced, which also contributes to reducing the volume of the single-wing connector in the longitudinal direction.

[0019] Furthermore, limiting the thickness of the single-wing connector in this longitudinal direction makes it possible to reduce the offset of the loads introduced into the front spar of the wing box. This contributes to being able to further reduce the thickness of this connector, since the latter does not need specific dimensions to resist the so-called cantilever effect, which could introduce bending moments in the connector and the front spar.

[0020] All these sources of volume reduction advantageously make it possible to provide, in front of the transverse front fitting, a large volume for installing conventional systems and equipment in the region of the leading edge of the wing.

[0021] The present invention preferably provides at least one of the following optional features, which are used alone or in combination.

[0022] The airfoil connector defines an opening about which the two first connection portions, and the lower and upper connector portions are arranged.

[0023] The airfoil connector has an overall trapezoidal shape with the larger base arranged uppermost.

[0024] Two second connection portions are formed integrally in the inner transverse reinforcing rib of the pylon box, said two second connection portions protrude from the pylon box and preferably penetrate partly into the leading edge region of the wing.

[0025] The at least one securing member is formed by at least one shackle, which preferably extends substantially parallel to its associated first connecting portion.

[0026] The fixing device further comprises a central front fitting configured to resist loads applied in the transverse and longitudinal directions of the assembly, the central front fitting preferably comprising a shear pin.

[0027] Each first connecting portion includes a base extending substantially parallel to a side edge of the at least one associated securing member, the base being configured to prevent rotation of the at least one securing member in the event of a failure of the center front fitting.

[0028] The assembly comprises at least one system and / or device which is arranged in the leading edge region of the wing in front of a transverse front fitting.

[0029] Each transverse front fitting is designed to allow resisting loads applied in the vertical direction of the assembly.

[0030] The fixing device also comprises a rear fitting fixed to the rear closing rib of the hanger box and the rear fitting is preferably designed to allow resisting loads applied in the vertical direction of the assembly and in the transverse direction of the assembly.

[0031] The fixed components form a statically determinate load resisting system.

[0032] Finally, a further subject matter of the invention is an aircraft comprising at least one such assembly.

[0033] Further advantages and features of the present invention will become apparent from the following non-limiting detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The description will be given with reference to the accompanying drawings, in which:

[0035] Figure 1 shows a side view of an aircraft including an assembly according to the invention;

[0036] Figure 2 It shows Figure 1 an enlarged side view of an assembly carrying the engine;

[0037] Figure 3 Yes Figure 2 a perspective view of a portion of the assembly shown;

[0038] Figure 4 Yes Figure 3 a cross-sectional view of the illustrated assembly along section line IV-IV; and

[0039] Figure 5 is a view of the assembly as shown in the previous figures in a direction normal to a single wing connector. DETAILED DESCRIPTION

[0040] Figure 1 An aircraft 100 is shown, which includes a fuselage 3, on which two wings 2 are fixed (at Figure 1 Each wing is an integral part of an assembly 1 according to the invention (only one of which is visible). The assembly 1 carries a two-spool turbofan engine 10, for example a jet engine with an ultra high bypass ratio (UHBR). The assembly 1 comprises not only the wing 2 but also a pylon 4 for attaching the engine 10, the pylon 4 being interposed between the wing 2 and the engine.

[0041] In the following description, by convention, direction X corresponds to the longitudinal direction of assembly 1, which is also equivalent to the longitudinal direction of engine 10, and this direction X is parallel to the longitudinal axis of the engine. In addition, direction Y corresponds to the direction oriented transversely to assembly 1, and likewise, is equivalent to the transverse direction of the engine. Finally, direction Z corresponds to the vertical or height direction, and these three directions X, Y and Z are mutually orthogonal. Therefore, engine 10 is suspended below assembly 1 in direction Z.

[0042] Furthermore, the terms “forward” and “rearward” should take into account the direction of forward movement of the aircraft due to the thrust applied by the engines 10 , which direction is schematically indicated by the arrow 7 .

[0043] Figure 2 The assembly 1 is now shown, below which the engine 10 on the longitudinal axis 12 is suspended. The wing 2 of the assembly 1 has a conventional design in that it has a wing box 14 extending in the span direction of the wing. The wing box 14 is formed by a front spar 16, a rear spar or intermediate spar 17, an upper suction side skin 20 and a lower pressure side skin 22. The two spars 16, 17 are preferably substantially parallel, extend in the span direction and are spaced apart from each other in the chord direction. Substantially longitudinal internal reinforcing ribs (not shown) can be accommodated in the wing box 14, fixed to each of the four wing box elements 16, 17, 20, 22 by rivets, bolts or similar elements. In addition, in front of the wing box 14, the wing 2 has a fairing 26, which forms the leading edge of the wing and defines a leading edge area 25 together with the front spar 16.

[0044] Another element of the assembly 1 - the attachment pylon 4 - comprises a primary structure 28 formed in the form of a box. The other constituent elements (not shown) of this pylon 4, of the secondary structural type separating and retaining the system while carrying the aerodynamic fairing, are conventional elements similar to those encountered in the prior art. Therefore, a detailed description thereof will not be given.

[0045] The primary structure 28 - or rigid structure - allows the static and dynamic loads arising from the engine 10 to be transmitted to the wing box 14. The box formed by this primary structure 28 extends in the X-axis direction along the entire length of the primary structure. The primary structure 28 has a conventional design in which it is defined on the upper side by an upper spar 30, on the lower side by a lower spar 32 and by side panels 34 (on the Figure 2 Only one of them is visible) is limited laterally. Figure 2 As can be seen in the figure, the upper spar 30 is at least partially located below the wing box 14. In this regard, it should be noted that each of the above-mentioned elements 30, 32, 34 can be formed in one piece or formed by assembling a plurality of separate workpieces. In addition, the same workpiece can form all or part of these elements 30, 32, 34.

[0046] The pylon box 28 is equipped with transverse reinforcing ribs, some of which are arranged substantially in the plane YZ and distributed along the X direction. They are the internal transverse reinforcing ribs 36, the transverse reinforcing ribs 36b closing the rear part of the pylon box 28 (also called rear closing ribs), and the transverse reinforcing ribs 36a closing the front part of the box (also called front closing ribs). The ribs 36, 36a, 36b connect the outer elements 30, 32, 34 of the box together. Another transverse reinforcing rib 36c, which is peculiar to the invention, is located inside the pylon box. This rib 36c is an integral part of the two lateral front fittings 42 and forms a vertical load path for discharging the loads between these front wing fittings and the rear engine fittings, which will be described below. This rib 36c preferably extends in a plane P' substantially parallel to the plane of the front spar 16, more specifically in a plane P' substantially parallel to the plane defined by the front surface of the front spar 16.

[0047] The hanger box 28 has a cross section YZ of the overall shape of a square, rectangle or parallelogram. This cross section varies in the X direction, but has a constant shape along the entire length of the hanger box 28, allowing better discharge of the loads in the box. In other words, the cross section does not suddenly change shape along the hanger box 28. Preferably, the cross section tapers from the middle part of the box to the front and to the rear. The rib 36c itself is located in the middle part or behind the middle part.

[0048] The engine 10 is fixed to the pylon box 28 in a conventional manner, which will now be briefly described. A front engine fitting 9a is provided to connect the front closing rib 36a to the fan case 11 of the engine, or to the outer shell ring 11' of the intermediate case. A rear engine fitting 9b is also provided to connect the case 13 to the bottom part of the pylon box 28, through which the engine gases are ejected. Preferably, the body of the rear engine fitting 9b is fixed to the lower spar 32 and is located close to the bottom end of the inner transverse reinforcement rib 36c to promote a more direct load path between the engine and the wing. In addition, the two engine fittings 9a, 9b are assisted by two conventional connecting rods 9c for resisting thrust loads, which connect the base 15 of the intermediate case to the body of the rear engine fitting 9b.

[0049] These engine fittings 9a, 9b, 9c are produced in a conventional manner known to those skilled in the art. They together form a static load resisting system, like the means for fixing the pylon box 28 to the wing box 14, which means are specific to the present invention and will now be described with reference to the attached drawings. Figures 2 to 5 Give a description.

[0050] These fastening means are formed here by two lateral front fittings 42 , a rear fitting 44 and a central front fitting 43 .

[0051] The two lateral front fittings 42 have an identical or similar design and are arranged substantially symmetrically on the above-mentioned plane P′, which is inclined relative to the median plane XZ of the component 1, which is located at Figure 3 Therefore, only one of the two lateral front accessories 42 will now be described.

[0052] The lateral front fitting 42, designed to resist loads in the Z direction, first has a first connection portion 46. The first connection portion is fixed and pressed against the front spar 16 by means of first fixing means 50a, corresponding to conventional means of the type of bolts, rivets or similar elements. The first lateral portion 46 extends in an inclined manner in the Z direction substantially over the entire height of the front spar 16. The first lateral portion is formed in the form of a beam in its entirety, the ends of which are also fixed to the upper suction side skin 20 and the lower pressure side skin 22 respectively by fixing means 50a.

[0053] The lateral front fitting 42 also includes a second connection portion 52, which is an integral part of the rib 36c made in one piece. This second connection portion 52 takes the form of a lug or a plurality of lugs stacked and / or spaced apart to ensure a safety function in the event of a failure, which function is generally referred to as failsafe. In the described embodiment, three lugs 52 are described that are spaced apart from each other. Each lug 52 protrudes laterally and upwardly from the hanger box 28 so that the end of the lug is accommodated in the leading edge area 25.

[0054] In order to connect the two parts 46, 52, the transverse front fitting 42 comprises at least one fixing member formed as a shackle 54. Here, there are two shackles, which are provided to ensure the failsafe function, extending substantially parallel to and along the first connecting part 52. Each shackle 54 has a bottom end arranged between two lugs 52 and articulated to the lugs 52 by means of an articulation pin 56 oriented substantially orthogonal to the plane P' defined by the front face of the spar 16. The shackle 54 also comprises a top end articulated to the lug of the first connecting part 46 by means of an articulation pin 58, which is also substantially orthogonal to the plane P'.

[0055] As is evident from the above, the lug 52 of the two transverse front fittings 42 is formed in a single piece with the internal rib 36c. This internal rib 36c has a lower sole 60 fixed to the lower spar 32 of the pylon box, and two opposite lateral soles 59 fixed respectively to the two opposite side panels 34. This lug 52 is situated in the continuation of the opposite lateral soles 59 and of the shackle 54, and is inserted between these same substantially aligned elements 59, 54. Finally, this rib 36c comprises an upper sole 61 fixed to the upper spar 30 inside the pylon box 28. Thus, the two lateral fittings 42 fit tightly by means of their common internal rib 36c, allowing the loads associated with torques applied about the direction X to be successfully resisted.

[0056] Alternatively, the lug 52 can be made independently of the rib 36c and attached to the outside of the hanger box 28 at the upper edge corner of the box. In this case, the lug 52 is also respectively located in the continuation of and aligned with the two opposite lateral bases 59 of the rib 36c, which is located inside the hanger box 28 like the other ribs 36.

[0057] A similar fit is advantageously provided in the upper part of these fittings 42, since a particular feature of the invention consists in that the two first connection parts 46 are made integral in a single wing connector 62. This connector extends substantially over the entire height of the front spar 16, preferably having a trapezoidal overall shape, with its larger base arranged uppermost. This larger base corresponds to an upper connector part 64, which connects the top ends of the two first connection parts 46. Similarly, the smaller base corresponds to a lower connector part 66, which connects the bottom ends of the two first connection parts 46. The base of the trapezoid is substantially parallel to the skins 20, 22, while the sides of the trapezoid are substantially parallel to the shackles 54 and in continuation of them.

[0058] The upper connector portion 64 is fixed to the front wing spar 16 and the upper suction side skin 20 by a second fixing element 50b, just as the lower connector portion 66 is fixed to the front wing spar 16 and the lower pressure side skin 22 by a third fixing member 50c. Like the first fixing element 50a, the second and third elements 50b, 50c are conventional components such as bolts or rivets to achieve the joint. The portion of the skin 20, 22 located forward of the wing spar 16 and through which the fixing elements 50a, 50b, 50c pass corresponds to the rear structural end of the leading edge fairing 26.

[0059] Thus, the single-wing connector 62 can provide good load transfer capabilities while having a smaller thickness in the X direction, in particular for resisting torque in the same X direction. Specifically, the loads passing through the two lateral front fittings 42 can meet inside the connector 62 and flow along an imaginary closure line 68 that approaches the two first connection parts 46 and the lower connector part 64 and the upper connector part 66. This closure line 68, which also has a substantially trapezoidal shape, is arranged around an opening 67 in the connector 62, and the fixing elements 50a, 50b, 50c follow one another along this closure line 68. The opening or hole 67 is defined by the parts 46, 64, 66.

[0060] Furthermore, just as the single connector 62 extends substantially over the entire height of the front spar 16 in the Z direction, the fixing elements 50a, 50b, 50c can be distributed over a large area on the front spar 16, as well as on the pressure side skin 22 and the suction side skin 20. The loads at the individual fixing elements are thus reduced, which also contributes to reducing the volume of the single connector in the X direction.

[0061] Furthermore, limiting the thickness of the single connector 62 makes it possible to reduce the offset of the loads introduced into the front wing spar 16. This helps to further reduce the thickness of this connector, since the connector no longer needs to be specifically dimensioned to resist cantilever effects, which, as is known, could introduce bending moments into the connector 62 and the front wing spar 16.

[0062] These measures are intended to align all the elements of the front fitting 42 in a continuous plane substantially parallel to the plane P'. They ensure a compact design in the X direction, making it possible to provide a large volume for the installation system and equipment 72 in the front edge region 25, in front of the transverse front fitting 42, one of which is schematically shown as Figure 2 These components may be, for example, de-icing elements, fuel lines, hydraulic control lines or leading edge movement flap actuating members.

[0063] Finally, it should be noted that the overall dimensions of the assembly 1 are reduced in the Z direction due to the installation of the transverse front fitting 42 in the leading edge region 25. This allows the assembly 1 to define a pylon box 28 high enough in the Z direction to support a large diameter engine while maintaining the required ground clearance.

[0064] The central front accessory 43 comprises Figure 5 , which is oriented in the Z direction and fixed to a connector attached to the pylon box and in line with the rib 36 c. The pin 74 mates with a connector 76 that is fixed to the single connector 62 and attached below the pressure side skin 22.

[0065] The central front fitting 43 is preferably arranged in the same transverse plane as the two transverse front fittings 42 and, as is known, is designed to resist shear loads applied in the Y and X directions. This resistance occurs in the vicinity or in the plane defined by the lower pressure side skin.

[0066] In the event of failure of this front fitting 43, loads in the Y direction can be resisted by means of the shackles 54 through the two transverse front fittings 42. In particular, in a single connector 62, each first connection portion 46 comprises a base 80 extending substantially parallel to the side edge of the associated shackle 54, leaving only a small gap between these elements 54, 80. Thus, in the event of failure of the central front fitting 43, the base 80 is configured to prevent the shackle 54 from rotating around the pin 58 connecting it to the connector 62. This prevention of rotation thus makes it possible to ensure a failsafe function with respect to loads in the Y direction.

[0067] Finally, the rear fitting 44 is of conventional design, provided with a triangular shackle 82 which cooperates with the rear closing rib 36b of the hanger box 28. It is designed to resist loads in the Y and Z directions, allowing the fittings 42, 43, 44 to form a statically determinate load resisting system.

[0068] Naturally, various modifications may be made to the invention by those skilled in the art, the present invention being described solely by way of non-limiting example, the scope of the invention being defined by the appended claims.

Claims

1. A component (1) for an aircraft, comprising: An aircraft wing (2), the aircraft wing (2) comprising: a wing box (14), the wing box (14) being formed in part by means of a front wing spar (16), an upper suction side skin (20) and a lower pressure side skin (22); an engine attachment pylon (4) arranged below the wing (2), the pylon comprising a primary structure in the form of a pylon box (28) having an upper spar (30) extending at least partially below the wing box (14), and fixing means for fixing the primary structure (28) of the attachment cradle to the wing box (14), Therein, the fixing device comprises two lateral front accessories (42), each of these accessories comprising: a first connecting portion (46) fixed to the front wing spar (16) by means of a first fixing element (50a); a second connecting portion (52) secured to the primary structure (28) of the attachment hanger; at least one fixing member (54) hinged to each of the first connecting portion (46) and the second connecting portion (52) about a hinge pin (56, 58), the hinge pin (56, 58) being substantially orthogonal to a plane (P') of the front wing spar (16), And wherein the first connection parts (46) of the two lateral front accessories (42) are integrally made of a single-wing connector (62), and the single-wing connector (62) extends over substantially the entire height of the front wing spar (16), and the single-wing connector (62) further includes: an upper connector part (64) and a lower connector part (66), the upper connector part (64) and the lower connector part (66) are respectively connected to the two first connection parts (46), the upper connector part (64) is fixed to the front wing spar (16) and the upper suction side skin (20) by a second fixing element (50b), and the lower connector part (66) is fixed to the front wing spar (16) and the lower pressure side skin (22) by a third fixing element (50c).

2. The assembly according to claim 1, wherein The single wing connector (62) defines an opening (67) about which the two first connection portions (46) and the lower connector portion (66) and the upper connector portion (64) are arranged.

3. The assembly according to claim 1, wherein: The single-wing connector (62) has an overall trapezoidal shape with the larger base portion disposed uppermost.

4. The assembly according to claim 1, wherein: The two second connection parts (52) are integrally formed on the inner transverse reinforcing rib (36c) of the hanger box (28), and the two second connection parts (52) protrude from the hanger box.

5. The assembly according to claim 4, wherein: The two second connecting parts (52) protrude from the pylon box and partially penetrate into the leading edge region (25) of the wing.

6. The assembly according to claim 1, wherein: The at least one fixing member is formed by at least one shackle (54).

7. The assembly according to claim 6, wherein: The at least one shackle (54) extends substantially parallel to the first connecting portion (46) with which it is associated.

8. The assembly of claim 1, wherein: The fixing device also comprises a central front fitting (43) configured to resist loads applied in the transverse direction (Y) and in the longitudinal direction (X) of the assembly.

9. The assembly according to claim 8, wherein: The central front fitting (43) includes a shear pin (74).

10. An assembly according to claim 8 or 9, wherein: Each of the first connecting portions (46) includes a base (80) extending substantially parallel to a side edge of the associated at least one fixing member (54), the base (80) being configured to prevent rotation of the at least one fixing member (54) in the event of a failure at the central front fitting (43).

11. Assembly according to claim 1, comprising at least one system and / or device body (72) arranged in the leading edge region of the wing, in front of the lateral front fitting (42).

12. The assembly of claim 1, wherein: Each of the lateral front fittings (42) is designed to allow loads applied in the vertical direction (Z) of the assembly to be resisted.

13. The assembly of claim 1, wherein: The fixing device further comprises a rear fitting (44) fixed to a rear closing rib (36b) of the hanger box (28).

14. The assembly of claim 13, wherein: The rear fitting (44) is designed to allow loads applied in the vertical direction (Z) of the assembly and in the transverse direction (Y) of the assembly to be resisted.

15. The assembly of claim 1, wherein: The fixture forms a statically determinate load resisting system.

16. An aircraft (100), comprising: At least one assembly (1) according to claim 1.

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