Railway vehicle bogie central traction device and axle box built-in bogie

Abstract

The application discloses a central traction device of a rail vehicle bogie and a bogie with an axle box built-in, which comprises a traction seat, a traction connecting seat and a transverse semi-active suspension device; the traction seat comprises a horizontal seat plate and a switching body, a vertical damper connecting seat is arranged on the horizontal seat plate, and the switching body is connected with the traction connecting seat; a first transverse damper mounting seat, a hoisting device mounting seat, a transverse stop mounting seat and a first traction rod mounting seat are arranged on the traction connecting seat; the transverse semi-active suspension device comprises a first vibration monitoring element for monitoring the vibration of a vehicle body, a second vibration monitoring element for monitoring the vibration of a frame, a semi-active transverse damper for inhibiting the transverse vibration of the vehicle body and a controller for signal processing, and the controller is used for adjusting the damping force of the semi-active transverse damper according to the monitoring information of the first vibration monitoring element and the second vibration monitoring element. The application can adaptively adjust the damping force of the transverse damper and reduce the operation and maintenance cost of the vehicle in the whole life cycle.

Description

Technical Field

[0001] This invention relates to rail vehicles, and more specifically, to a central traction device for a rail vehicle bogie and an axle box-integrated bogie. Background Technology

[0002] Traditional railway vehicle bogies have an external axle box structure, resulting in a heavy bogie and a large internal installation space. To further reduce bogie weight, decrease lateral forces on the wheel axles, and reduce wheel-rail wear, the industry has proposed a design structure with an internal axle box. However, the internal space of the internal axle box-integrated bogie is smaller, which requires that the traction device be designed to be more compact and lighter while ensuring functional requirements.

[0003] Furthermore, with socio-economic development and the continuous increase in the operating speed of rail vehicles, if suspension parameters remain unchanged, ride comfort will decrease as vehicle operating speed increases. Simultaneously, as vehicle service mileage increases, wheel wear will increase, further deteriorating ride comfort. However, passengers' demands for ride quality are constantly rising. To improve ride comfort, methods such as regularly grinding the rails or turning the wheels are generally used to improve wheel-rail contact and mitigate wheel-rail irregularities, but this increases maintenance costs throughout the vehicle's lifespan.

[0004] In conclusion, how to reduce the operation and maintenance costs throughout the entire life cycle of a vehicle is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The technical problem solved by this invention is that, in order to improve the ride comfort of existing rail vehicles, the method of grinding the rails or turning the wheels is insufficient to mitigate the increased maintenance costs caused by wheel-rail irregularities. The purpose of this invention is to provide a central traction device for a rail vehicle bogie and an axle box-integrated bogie, which has a compact structure, can adaptively adjust the damping force of the lateral shock absorber, improve vehicle driving stability and ride comfort, and reduce the operation and maintenance costs throughout the vehicle's life cycle.

[0006] To achieve the above objectives, the present invention provides the following technical solution: A central traction device for a railway vehicle bogie includes a traction device comprising a traction seat and a traction connecting seat, the lower part of which is connected to the traction connecting seat. Its structural features are as follows: The traction seat includes a horizontal seat plate and a transition body connected to the bottom of the horizontal seat plate. The front end and rear end of the horizontal seat plate are respectively arranged with vertical shock absorber connecting seats in a centrally symmetrical manner relative to the axis of the traction seat. The transition body is an inverted truncated cone structure. The traction connecting seat is provided with a traction seat mounting hole in the middle, and the lower end of the adapter is connected to the traction connecting seat through the traction seat mounting hole; The front and rear ends of the traction connecting seat are respectively arranged symmetrically with respect to the axis of the traction connecting seat with first transverse damper mounting seats. The top planes on both sides of the traction connecting seat are provided with integral lifting device mounting seats. The side planes on both sides of the traction connecting seat are provided with transverse stop mounting seats. The front and rear faces of the traction connecting seat are respectively provided with first traction rod mounting seats. A semi-active lateral suspension device is installed on the traction device. The semi-active lateral suspension device includes a first vibration monitoring element for monitoring vehicle body vibration, a second vibration monitoring element for monitoring frame vibration, a semi-active lateral damper for suppressing lateral vibration of the vehicle body, and a controller for signal processing. At least two of the semi-active lateral dampers are centrally symmetrically installed between the bogie frame and the first lateral damper mounting base relative to the axis of the traction connection seat. The signal input terminal of the controller is connected to the first vibration monitoring element and the second vibration monitoring element, and the signal output terminal of the controller is connected to the semi-active lateral damper. The controller is used to adjust the damping force of the semi-active lateral damper according to the monitoring information of the first vibration monitoring element and the second vibration monitoring element.

[0007] While ensuring structural strength, this invention achieves a compact design for lateral stops, vertical stops, overall lifting, and traction functions, and innovatively provides a compact and lightweight "Z-shaped" double-tie rod central traction device structure.

[0008] In addition, by integrating a semi-active lateral suspension device into the central traction device, the present invention uses a first vibration monitoring element to obtain the vibration state of the vehicle body and a second vibration monitoring element to obtain the vibration state of the frame (the smoothness of the rail surface). This allows the controller to adaptively adjust the damping force of the semi-active lateral damper in real time according to the monitored vibration state, which can effectively broaden the attenuation frequency band of lateral vibration, improve the ride comfort and running stability of the vehicle, meet the high requirements of passengers for the quality of vehicle ride, and extend the grinding cycle of the rails or the mileage of vehicle resurfacing, thereby reducing the operation and maintenance costs of the vehicle throughout its entire life cycle.

[0009] Preferably, the first vibration monitoring element is mounted on the traction seat, and the second vibration monitoring element is mounted on the bogie frame. Since the traction seat is fixedly connected to the car body and the bogie is directly connected to the track, the vibration of the car body can be monitored by the first vibration monitoring element, and the smoothness of the track surface can be monitored by the second vibration monitoring element.

[0010] Preferably, the traction device further includes a center pin sleeve, the center pin sleeve is interference-fitted into the traction seat mounting hole of the traction connecting seat, a lower end cover is provided at the bottom of the traction seat mounting hole, and the traction seat and the lower end cover are fastened together by fastening bolts.

[0011] Preferably, the adapter body has a hollow internal structure and openings on both sides to reduce its weight and achieve lightweight design.

[0012] Preferably, the first vibration monitoring element is installed on the side of the horizontal seat plate closest to the adapter.

[0013] Preferably, a vertical damper is installed between the vertical damper connecting seat and the bogie frame.

[0014] Preferably, the traction device further includes a traction rod assembly, which includes a traction rod and rubber joints at both ends of the traction rod. The rubber joints at both ends of the traction rod are arranged perpendicularly to each other, and one end of the traction rod is connected to a second traction rod mounting seat on the bogie frame via the rubber joint, and the other end is connected to a first traction rod mounting seat on the traction connection seat via the rubber joint.

[0015] Preferably, the first traction rod mounting seat, the integral lifting device mounting seat, and the transverse stop mounting seat are centrally symmetrical about the central axis of the traction connection seat, and the integral lifting device is installed on the integral lifting device mounting seat, and the transverse stop mounting seat is installed with a transverse stop.

[0016] Preferably, the bogie frame includes an upper cover plate and side uprights perpendicular to the upper cover plate, a lateral free gap is provided between the semi-active lateral stop and the side uprights, and a vertical free gap is provided between the overall lifting device and the upper cover plate.

[0017] Based on the same inventive concept, the present invention also provides an axle box-integrated bogie, in which the central traction device is installed in the middle.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows: 1) The bogie central traction device of the present invention, while meeting the basic functional requirements of the traction device in transmitting traction force and braking force, innovatively integrates the traction device, the lateral semi-active suspension device, the vertical shock absorber, the lateral stop, the overall lifting device and the traction rod into a design that makes the structure more compact and the traction device lighter. It also integrates multiple functional interfaces within a limited space, which greatly reduces the difficulty of compact bogie design, especially for axle box built-in bogies.

[0019] 2) By setting up the first vibration monitoring element and the second vibration monitoring element, the present invention can monitor the vibration state of the car body and the frame in real time, so that the controller can adaptively adjust the damping force of the lateral vibration damper according to the monitoring situation, widen the attenuation frequency band of lateral vibration, improve the ride comfort of the vehicle, extend the grinding cycle of the rails or the mileage of the vehicle's turning and repair, and reduce the operation and maintenance costs. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the installation state of the central traction device of the bogie of the present invention; Figure 2 for Figure 1 A bottom view; Figure 3 for Figure 2 Enlarged view of a portion of region I; Figure 4 This is a cross-sectional view of the traction connection seat of the present invention; Figure 5 This is a schematic diagram of the transverse semi-active suspension device of the present invention; Figure 6 This is a schematic diagram of the central traction device of the present invention; Figure 7 This is a top view of the central traction device of the present invention; Figure 8 for Figure 7 Sectional view along axis AA; Figure 9 for Figure 7 BB-direction sectional view; Figure 10 This is a schematic diagram of the traction connecting seat of the present invention.

[0022] Figures 1-10 In the accompanying drawings, the reference numerals include: 1-Frame; 2-Traction device; 3-Lateral semi-active suspension device; 4-Vertical damper; 5-Lateral stop; 6-Integral lifting device; 11-Second traction rod mounting seat; 12-Second lateral damper mounting seat; 13-Upper cover plate; 14-Side upright plate; 21-Traction seat; 22-Traction connection seat; 23-Traction rod assembly; 24-Center pin sleeve; 25-Lower end cover; 26-Fasting bolt; 31-First vibration monitoring element; 32-Semi-active lateral damper; 33-Second vibration monitoring element; 34-Connector; 35-Cable; 36-Controller; 211-Horizontal seat plate; 212-Adapter; 221-Traction seat mounting hole; 222-First lateral damper mounting seat; 223-Lifting device mounting seat; 224-lateral stop mounting seat; 225-First traction rod mounting seat; 231-Traction rod; 232-Rubber joint; 2111-Vertical damper connection seat; 2112-First vibration monitoring element mounting position; 2121-Opening. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] like Figure 1 - Figure 9 As shown, an embodiment of the central traction device for a railway vehicle bogie of the present invention mainly consists of a traction device 2, a lateral semi-active suspension device 3, a vertical damper 4, a lateral stop 5, and an overall lifting device 6. The vertical damper 4 reduces vertical vibration, ensures wheel-rail contact with the ground, prevents derailment risk, improves vehicle running stability, and enhances ride comfort.

[0025] In practical use, a traction device 2 is installed in the middle of each bogie. The traction device 2 includes a traction seat 21, a traction connecting seat 22, a traction rod assembly 23, a center pin sleeve 24, a lower end cover 25, and fastening bolts 26. The center pin sleeve 24 is press-fitted into the traction seat mounting hole 221 of the traction connecting seat 22. The bottom of the traction seat 21 is installed inside the center pin sleeve 24. The lower end cover 2-5 is installed at the bottom of the traction seat mounting hole 221. The traction seat 21 is fastened to the center pin sleeve 24, the lower end cover 25, and the traction connecting seat 22 by the fastening bolts 26.

[0026] The traction seat 21 is arranged in the vehicle's running direction (longitudinal direction). The traction seat 21 includes a horizontal seat plate 211 and a transition body 212 connected below the horizontal seat plate 211. Vertical damper connecting seats 2111 are centrally symmetrically arranged at the front and rear ends of the horizontal seat plate 211 relative to the axis of the traction seat 21. The upper end of the vertical damper 4 is connected to the vertical damper connecting seat 2111 on the traction seat 21 by bolts, and the lower end of the vertical damper 4 is connected to the frame 1 by bolts. The vertical dampers 4 at the front and rear ends of the traction seat 21 are centrally symmetrically arranged relative to the axis of the traction seat 21. A first vibration monitoring element mounting position 2112 is also provided on the traction seat 21, and the first vibration monitoring element 33 can be fixed to the traction seat 21 by screws. To reduce the weight of the traction seat 21, and thus the weight of the entire central traction device, thereby reducing the lateral force on the bogie axles and minimizing wheel-rail wear, the adapter body 212 of the traction seat 21 has a hollow internal structure with openings 2121 on both end faces perpendicular to the vehicle's running direction (vehicle longitudinal direction). The adapter body 212 is an inverted truncated cone structure, which serves two purposes: first, to provide installation space for the various components on the traction device 2, meeting the requirements of integrated design and suitable for axle box-integrated bogie structures, thus improving ride comfort within a compact space; and second, to facilitate connection and fixation with the center pin sleeve 24.

[0027] The traction connecting seat 22 is as follows Figure 10 As shown. A traction seat mounting hole 221 is provided in the middle of the traction connecting seat 22, and the center pin sleeve 24 is press-fitted into the traction seat mounting hole 221. First lateral damper mounting seats 222 are respectively provided at the front and rear ends of the traction connecting seat 22, and the two first lateral damper mounting seats 222 are arranged centrally symmetrically with respect to the axis of the traction connecting seat 22. In this way, the height space formed between the traction connecting seat 22 and the adapter body 212 can be utilized to meet the integrated and compact design requirements of the traction device 2 and the lateral semi-active suspension mechanism 3. The lateral top plane on both sides of the traction connecting seat 22 is provided with an integral lifting device mounting seat 223, the lateral side plane on both sides (the plane parallel to the vehicle running direction) is provided with a lateral stop mounting seat 224, and the end face perpendicular to the vehicle running direction (vehicle longitudinal direction) is provided with a first traction rod mounting seat 225. The integral lifting mounting base 223, the transverse stop mounting base 224, and the first traction rod mounting base 225 are arranged symmetrically with respect to the axis of the traction connecting base 22. The integral lifting mounting base 223 and the transverse stop mounting base 224 are arranged symmetrically on both sides of the traction connecting base 22. The traction connecting base 22 is designed using topology optimization principles, achieving a lightweight and compact structure while ensuring structural strength and integrating multi-functional interfaces.

[0028] The traction rod assembly 23 includes a traction rod 231 and rubber joints 232. The rubber joints 232 are installed at both ends of the traction rod 231, and the rubber joints 232 at both ends of the traction rod 231 are arranged perpendicular to each other. One end of the traction rod 231 is connected to the second traction rod mounting seat 11 on the frame 1 by bolts, and the other end is connected to the first traction rod mounting seat 225 on the traction connection seat 22 by bolts.

[0029] The lateral stop 5 is bolted to the lateral stop mounting seat 224 on the traction connecting seat 22, and the overall lifting device 6 is bolted to the overall lifting mounting seat 223 on the traction connecting seat 22. In the static installation state, there is a certain lateral free clearance between the lateral stop 5 and the side upright plate 14 of the frame 1, and a certain vertical free clearance between the overall lifting device 6 and the upper cover plate 13 of the frame 1. The car body and the horizontal seat plate 211 of the traction seat 21 are bolted together. When the lateral movement of the car body relative to the bogie is greater than the lateral free clearance, the lateral stop 5 contacts the side upright plate 14 of the frame, effectively providing a reaction force to prevent this lateral movement. When the air spring is overcharged or the vehicle is lifted as a whole, the upward movement of the car body relative to the frame 1 is greater than the vertical free clearance, and the overall lifting device 6 contacts the upper cover plate 13 of the frame, effectively preventing the center pin sleeve 24, air spring, and other flexible components from bearing excessive loads, providing vertical protection. The specific relationships between the components are as follows: Figure 4 As shown.

[0030] The semi-active lateral suspension device 3 consists of a semi-active lateral damper 32, a first vibration monitoring element 31, a second vibration monitoring element 33, a controller 36, a connector 34, and its associated cables 35, etc. Figure 5As shown. Each bogie is equipped with two semi-active lateral dampers 32. One end of the semi-active lateral damper 32 is connected to the first lateral damper mounting seat 222 on the traction connection seat 22 by bolts, and the other end is connected to the second lateral damper mounting seat 12 on the frame 1. Each bogie is equipped with one first vibration monitoring element 31 and one second vibration monitoring element 33. The first vibration monitoring element 31 is mounted on the traction seat 21, and the second vibration monitoring element 33 is mounted on the frame 1 and fastened together by mounting screws. The first vibration monitoring element 31 is used to monitor the vibration state of the car body, and the second vibration monitoring element 33 is used to monitor the vibration state of the frame 1. The first vibration monitoring element 31 and the second vibration monitoring element 33 collect vibration signals from the car body and frame 1, and transmit them via cable 35 to the controller 36 installed on the car body. Inside the controller 36, after signal processing and analysis, a specific electrical signal command is output to the semi-active lateral damper 32 according to a pre-set control algorithm (existing). This enables real-time adjustment of the damping force of the semi-active lateral damper 32, ensuring vehicle stability and improving ride comfort. The structure is simple and highly reliable, effectively addressing the application requirement of improving vehicle ride comfort under compact space conditions, especially in rail vehicles using axle box-integrated bogies. The controller 36 independently controls the two semi-active lateral dampers 32 of the same bogie, with control signals that do not affect or interfere with each other; the control signals for the semi-active lateral dampers 32 between different bogies also do not affect or interfere with each other, and are all controlled independently.

[0031] The first vibration monitoring element 31 and the second vibration monitoring element 33 are, but are not limited to, acceleration sensors and velocity sensors, as long as they can provide feedback on the vibration state. The controller 36 can be mounted on the frame 1, on the vehicle body, or in any other convenient installation location, as long as it can be reliably fixed and the reliable communication connection between each device and the controller is satisfied.

[0032] This invention integrates the lateral semi-active suspension mechanism 3 with the central traction device 2, thereby achieving active control of the vehicle's lateral vibration while fulfilling the basic force transmission function of the traction device 2, effectively improving the running quality and structural compactness of the rail vehicle.

[0033] The combined arrangement of the vertical damper 4 and the semi-active lateral damper 32 in this invention forms an all-around, high-performance secondary suspension system that can effectively suppress both lateral and vertical vibrations between the car body and the bogie, extending the service life of the structure. The vertical damper 4 and the semi-active lateral damper 32 are independent and do not interfere with each other. While fulfilling the functions of the traction device 2 in transmitting traction and braking forces, they achieve a comprehensive improvement in vehicle running stability, comfort, and safety. The overall structure is compact, highly integrated, and has excellent control performance, making it particularly suitable for high-speed rail vehicles and those with axle box-integrated bogies.

[0034] The multi-functional interface mentioned earlier in this invention corresponds to the mounting base connecting the lateral stop 5, the overall lifting device 6, and the traction rod assembly 23. Each mounting base is directly integrated into different positions on the same traction connecting seat 22, enabling the integration of multiple functional interfaces within a limited space. This significantly reduces the difficulty of compact bogie design, especially for axle box-integrated bogies. Simultaneously, based on the concept of system function integration, two semi-active lateral dampers 32 are respectively installed between the traction connecting seat 22 and the frame 1 using bolts or other fasteners 26, arranged symmetrically with respect to the axis of the traction connecting seat. The first vibration monitoring element 31 is arranged on the traction seat 21, and the second vibration monitoring element 33 is arranged on the frame. The vibration state of the vehicle body and frame 1 can be adaptively sensed by the first and second vibration monitoring elements 31 and 33, and the damping force of the semi-active lateral damper 32 of the secondary suspension can be adjusted in real time. This achieves an innovative integration of the semi-active lateral suspension mechanism 3 and the traction device 2 within a compact space, improving vehicle ride stability and comfort, and effectively reducing operating and maintenance costs throughout the vehicle's life cycle.

[0035] The traction device 2 of this invention, under the premise of ensuring structural strength, achieves a compact design of lateral stop 5, vertical stop, overall lifting and traction functions with a compact and lightweight "Z-shaped" double tie rod central traction device structure.

[0036] The above description of the embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A central traction device for a railway vehicle bogie, comprising a traction device (2), said traction device comprising a traction seat (21) and a traction connecting seat (22), characterized in that: The traction seat (21) includes a horizontal seat plate (211) and a transition body (212) connected to the horizontal seat plate (211). The front end and rear end of the horizontal seat plate are respectively arranged with vertical damper connecting seats (2111) in a centrally symmetrical manner relative to the axis of the traction seat. The transition body (212) is an inverted truncated cone structure. The traction connecting seat (22) is provided with a traction seat mounting hole (221) in the middle, and the lower end of the adapter is connected to the traction connecting seat through the traction seat mounting hole; The front and rear ends of the traction connecting seat (22) are respectively arranged in a centrally symmetrical manner with respect to the axis of the traction connecting seat. The top planes on both sides of the traction connecting seat are provided with integral lifting device mounting seats (223). The side planes on both sides of the traction connecting seat are provided with transverse stop mounting seats (224). The front and rear faces of the traction connecting seat are respectively provided with first traction rod mounting seats (225). The traction device (2) is equipped with a semi-active lateral suspension device (3). The semi-active lateral suspension device (3) includes a first vibration monitoring element (31) for monitoring vehicle body vibration, a second vibration monitoring element (33) for monitoring frame vibration, a semi-active lateral damper (32) for suppressing vehicle body lateral vibration, and a controller (36) for signal processing. At least two semi-active lateral dampers (32) are centrally symmetrically installed between the bogie frame (1) and the first lateral damper mounting seat relative to the axis of the traction connection seat. The signal input terminal of the controller (36) is connected to the first vibration monitoring element (31) and the second vibration monitoring element (33), and the signal output terminal of the controller (36) is connected to the semi-active lateral damper (32). The controller (36) is used to adjust the damping force of the semi-active lateral damper (32) according to the monitoring information of the first vibration monitoring element (31) and the second vibration monitoring element (33).

2. The central traction device for a rail vehicle bogie according to claim 1, characterized in that, The first vibration monitoring element (31) is mounted on the traction seat (21), and the second vibration monitoring element (33) is mounted on the bogie frame.

3. The central traction device for a rail vehicle bogie according to claim 1, characterized in that, The traction device (2) also includes a center pin sleeve (24), which is interference-fitted into the traction seat mounting hole of the traction connecting seat (22). A lower end cover (25) is provided at the bottom of the traction seat mounting hole. The traction seat (21) and the lower end cover (25) are fastened together by fastening bolts (26).

4. The central traction device for a rail vehicle bogie according to claim 1, characterized in that, The adapter (212) has a hollow interior and openings (2121) on both sides.

5. The central traction device for a railway vehicle bogie according to claim 1, characterized in that, The first vibration monitoring element (31) is installed on the side of the horizontal seat plate (211) near the adapter (212).

6. The central traction device for a rail vehicle bogie according to claim 3, characterized in that, A vertical damper (4) is installed between the vertical damper connecting seat (2111) and the bogie frame (1).

7. The central traction device for a railway vehicle bogie according to claim 1, characterized in that, The traction device (2) further includes a traction rod assembly (23), which includes a traction rod (231) and rubber joints (232) at both ends of the traction rod. The rubber joints (232) at both ends of the traction rod are arranged perpendicularly to each other. One end of the traction rod is connected to a second traction rod mounting seat (11) on the bogie frame (1) via the rubber joint, and the other end is connected to a first traction rod mounting seat (225) on the traction connection seat (22) via the rubber joint.

8. The central traction device for a rail vehicle bogie according to claim 1, characterized in that, The first traction rod mounting seat (225), the overall lifting device mounting seat (223), and the transverse stop mounting seat (224) are centrally symmetrical about the central axis of the traction connecting seat (22), and the overall lifting device (6) is installed on the overall lifting device mounting seat (223), and the transverse stop (5) is installed on the transverse stop mounting seat (224).

9. The central traction device for a railway vehicle bogie according to claim 8, characterized in that, The bogie frame (1) includes an upper cover plate (13) and a side plate (14) arranged perpendicular to the upper cover plate (13). A lateral free gap is provided between the semi-active lateral stop (5) and the side plate (14), and a vertical free gap is provided between the overall lifting device (6) and the upper cover plate (13).

10. A bogie with an integrated axle box, characterized in that, The central traction device according to any one of claims 1-9 is installed in the middle of the bogie.

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