Tire component and tire

Abstract

The utility model discloses a tire component and a tire. The tire component comprises a tread part and a tire body part, the tread part comprises an abradable tread pattern and a tread rubber material, and the value range of the pattern surface saturation (NG-100%) of the tread pattern distributed on the surface of the tread is 65% < = NG-100% < = 85%. Compared with the prior art, the utility model has the technical effects that by optimizing the design of the pattern grooves and the pattern saturation, not only can the aerodynamic noise be effectively reduced, but also the defect of cracks at the bottoms of the pattern grooves and the deterioration of the rolling resistance performance can be avoided.

Description

Technical Field

[0001] This utility model belongs to the technical fields of "tire manufacturing technology", "noise control technology", and "mechanical engineering". Specifically, it relates to the field of heavy-duty vehicle technology, and particularly to tire components. Background Technology

[0002] Tires are a crucial component of vehicles, and their performance directly impacts driving safety and comfort. With increasingly stringent EU labeling regulations, tire noise levels have become an important evaluation metric. Therefore, reducing tire noise has become a key research focus for the tire manufacturing industry.

[0003] Existing technological solutions: There are two main types of existing technologies for reducing tire noise: one type is to reduce aerodynamic noise by adjusting the tread pattern, thereby reducing the tire noise level, such as increasing the variety of pitches and optimizing the pitch arrangement; the other type is to reduce the overall tire noise level by changing the tire's inherent vibration frequency, such as adding sound-absorbing cotton inside the tire.

[0004] Existing technological challenges: While existing technologies can reduce tire noise to some extent, they inevitably negatively impact other performance characteristics such as rolling resistance and durability. For example, while zigzag circumferential tread groove designs can reduce aerodynamic noise, they are prone to causing cracks at the groove bottom, potentially indirectly worsening rolling resistance. Furthermore, lower tread saturation, although reducing tire noise, also negatively affects rolling resistance. Therefore, reducing tire noise while avoiding negative impacts on other performance characteristics remains a significant technological challenge. Utility Model Content

[0005] The technical problem to be solved by this utility model is: how to design a tire component that can balance noise reduction and rolling resistance performance, as well as anti-groove performance, while taking into account both noise reduction and rolling resistance performance.

[0006] The specific technical solution of this utility model is as follows:

[0007] A tire component includes a tread portion and a carcass. The tread portion includes a wearable tread pattern and tread compound. The tread pattern surface saturation "NG-100%" of the tread pattern distributed on the tread surface ranges from 65% to 85% (NG-100%). The tread pattern includes four grooves that are linearly distributed, parallel, and equidistant in the circumferential direction: two intermediate grooves distributed in the middle area and edge grooves distributed outside the intermediate grooves. Oblique grooves are distributed between the two intermediate grooves, between the intermediate grooves and the edge grooves, and on the outer side of the edge grooves. The oblique grooves connect the intermediate grooves and the intermediate grooves. For the intermediate grooves, the oblique grooves on both sides have the same inclination direction, i.e., as they move away from the intermediate groove, the two oblique grooves extend in the same direction. For the edge grooves, the oblique grooves on both sides have opposite inclination directions, i.e., as they move away from the edge groove, the two oblique grooves extend in opposite directions.

[0008] The oblique groove between the middle groove and the edge groove, and one end of the oblique groove on the outer side of the edge groove are all three-pronged, including the main fork in the middle and the secondary forks on both sides, and the secondary forks are also connected to the groove.

[0009] In the oblique groove between the intermediate groove and the edge groove, the three-pronged ends of two adjacent oblique grooves are distributed in opposite directions; the three-pronged ends of the oblique grooves distributed on the outer side of the edge groove are all located on the side closer to the edge groove.

[0010] In the inclined groove between the two intermediate grooves, the two adjacent inclined grooves are connected by a connecting groove. For the same inclined groove, its connection point with the two connecting grooves is not in the same position.

[0011] The trench includes a basic trench. The left wall of the basic trench extends outward to form a left extension zone, and the right wall extends outward to form a right extension zone. Between two adjacent inclined trenches, a left extension zone and a right extension zone are distributed. When the wall of the basic trench extends outward to form a left or right extension zone, one direction is a rapidly expanding zone, and the other is a slowly expanding zone. The rapidly expanding and slowly expanding zones of all left extension zones have the same distribution direction, and the rapidly expanding and slowly expanding zones of all right extension zones also have the same distribution direction. The rapidly expanding zones of the right extension zone and the rapidly expanding zone of the left extension zone have opposite distribution directions.

[0012] Some oblique grooves have uneven areas distributed on the bottom of the groove. Within one pitch, the number of oblique grooves with uneven areas does not exceed 80% of the total number of oblique grooves. The distribution density of "oblique grooves with uneven areas" is greater at the center tread position than at other positions.

[0013] The concave-convex region includes multiple concave-convex units, which are distributed as a whole in the form of regular polygons, including staggered concave and convex units, with both concave and convex units located at the vertices of the regular polygons.

[0014] The surfaces of both concave unit 133 and convex unit 132 are part of a sphere, with a radius ranging from 2 to 4 mm; the tread compound thickness ranges from 10 to 21 mm; the bottom of the radial section of the groove is an arc with an arc radius greater than or equal to 2; the width of the intermediate groove is 1.2 to 2.3 times the width of the edge groove, the angle between the oblique groove and the intermediate groove is 10° to 85°, and the depth of the oblique groove is between 0 and 2 mm; the chamfer angle of the groove varies from 10 to 30°. Variation between 70% and 100%; 70%≤NG-100%≤80%; The tire body is equipped with a belt layer structure, which is an internal structure of the tire to change the tire's natural vibration frequency. Specifically, the belt layer structure includes four layers with progressively decreasing width from the inside out: the first layer, the second layer, the third layer, and the fourth layer. The steel wire unit of a certain layer includes a main steel wire and an auxiliary steel wire. The main steel wire is set straight, and the auxiliary steel wire is spirally wound around the main steel wire. The spiral angle of the auxiliary steel wire is in the range of 0~2°.

[0015] NG-100% is within the range of 76% ± 3%;

[0016] The spiral angle of the auxiliary steel wire ranges from 0 to 1.5°.

[0017] A tire used in heavy-duty vehicle tires, comprising the aforementioned tire components.

[0018] Its pitch includes a longer pitch L and a shorter pitch S, and the L / S proportionality coefficient is between 1.05 and 1.15;

[0019] The pitch arrangement order is SLLLL-LSLLL-LLSLL-SSSLS-SSSSL-SSSSS-LS;

[0020] An embedded chip monitors the temperature and pressure of the tires in real time during vehicle operation, and adjusts the tire contact patch by controlling the tire pressure.

[0021] Compared with the prior art, the technical effect of this utility model is that by optimizing the design of the pattern groove and the pattern saturation, it can effectively reduce aerodynamic noise and avoid the defects of cracks at the bottom of the pattern groove and the deterioration of rolling resistance performance. Attached Figure Description

[0022] Figure 1 This is a cross-sectional schematic diagram of the present invention.

[0023] Figure 2 This is a top view of the present invention.

[0024] Figure 3 This is a cross-sectional diagram of the tire tread.

[0025] Figure 4 This is a schematic diagram of a belt layer structure.

[0026] Figure 5 This is a top view of a single trench.

[0027] Figure 6 This is a top view of the inclined groove.

[0028] Figure 7 This is a top view of the sloping bottom of the trough.

[0029] Figure 8 This is a top view of the four trenches.

[0030] Figure 9 This is a cross-sectional schematic diagram of a single trench.

[0031] Figure 10 This is a three-dimensional schematic diagram of the present invention.

[0032] Figure 11 This is an enlarged schematic diagram of the inclined groove.

[0033] Figure 12 This is a schematic diagram of a single group of steel wires in the third layer. Detailed Implementation

[0034] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0035] In this specification, a tire component is a part of a tire, specifically, a portion of the tire that is divided using two cross sections passing through the tire axis.

[0036] like Figure 1 A tire component used in heavy-duty vehicle tires includes a tread portion and a carcass portion, wherein the tread portion includes a wearable tread pattern 100 and tread compound 200, and the carcass portion has a belt layer structure 300.

[0037] like Figure 1-2 The saturation (NG-100%) of the tread pattern 100 distributed on the tread surface ranges from 65%≤NG-100%≤85%, or even 70%≤NG-100%≤80%, and even more so, 76%±3% is the best.

[0038] like Figure 2The tread pattern 100 includes four grooves that are distributed in a straight line in the circumferential direction, parallel and equidistant: two intermediate grooves 111 distributed in the middle area, and edge grooves 112 distributed on the outside of the intermediate grooves 111.

[0039] The bottom of the radial section of the trench is an arc with an arc radius greater than or equal to 2.

[0040] like Figure 9 The chamfer angle of the groove varies between 10° and 30°.

[0041] like Figure 2 Inclined grooves 120 are distributed between the two intermediate grooves 111, between the intermediate groove 111 and the edge groove 112, and on the outer side of the edge groove 112. These inclined grooves 120 connect the intermediate grooves 111 and the edge groove 112. For the intermediate groove 111, the inclination directions of the inclined grooves 120 on both sides are the same; that is, as the grooves move further away from the intermediate groove 111, the two inclined grooves 120 extend in the same direction (e.g., ...). Figure 2 In the middle, both are upward or both are downward); for the edge groove 112, the inclined directions of the two inclined grooves 120 on both sides are opposite, that is: as gradually moving away from the edge groove 112, the two inclined grooves 120 extend in opposite directions (e.g., Figure 2 In the middle, one goes up and one goes down.

[0042] like Figure 6 The inclined groove 120 between the middle groove 111 and the edge groove 112, and one end of the inclined groove 120 on the outer side of the edge groove 112 are all three-pronged, including the main fork 121 in the middle and the secondary forks 122 on both sides. The secondary forks 122 are also connected to the groove.

[0043] like Figure 2 In the oblique groove 120 between the intermediate groove 111 and the edge groove 112, the three-pronged ends of two adjacent oblique grooves 120 are distributed in opposite directions (e.g., Figure 2 In the middle, one is on the left and the other on the right.

[0044] like Figure 2 The three-pronged ends of the oblique grooves 120 distributed on the outer side of the edge groove 112 are all located on the side close to the edge groove 112.

[0045] like Figure 2 In the inclined groove 120 between the two intermediate grooves 111, the two adjacent inclined grooves 120 are connected by a hook groove 170. For the same inclined groove 120, its connection point with the two hook grooves 170 is not in the same position.

[0046] like Figure 5The trench includes a basic trench 113, the left side wall of the basic trench 113 extends outward to form a trench left extension area 115, and the right side wall extends outward to form a trench right extension area 114.

[0047] like Figure 2 On the trench between two adjacent inclined grooves 120, a trench left extension area 115 and a trench right extension area 114 are distributed.

[0048] like Figure 5 When the trench wall of the basic trench 113 expands outward to form the trench left expansion zone 115 or the trench right expansion zone 114, one direction is a rapidly expanding zone 16, and the other direction is a slowly expanding zone 17. The distribution direction of the rapidly expanding zone 16 and the slowly expanding zone 17 of all trench left expansion zones 115 is the same (e.g., Figure 2 In the middle, the distribution direction of the rapidly expanding zone 16 is downward and the distribution direction of the rapidly expanding zone 16 is upward. The distribution direction of the rapidly expanding zone 16 of all the right expansion zones 114 of the trench is the same as that of the slowly expanding zone 17. The distribution direction of the rapidly expanding zone 16 of the right expansion zone 114 of the trench is opposite to that of the rapidly expanding zone 16 of the left expansion zone 115 of the trench.

[0049] This ensures both uniform stress at the bottom of the groove and a tortuous pattern surface, minimizing aerodynamic noise.

[0050] like Figure 7 On the bottom 123 of some of the inclined grooves 120, there are concave and convex areas 130. Within one pitch, the number of inclined grooves 120 with concave and convex areas 130 does not exceed 80% of the total number of inclined grooves 120. The distribution density of "inclined grooves 120 with concave and convex areas 130" at the center tread position is greater than the distribution density at other positions.

[0051] like Figure 7 The concave-convex region 130 includes multiple concave-convex units 131. The concave-convex units 131 are distributed in a regular polygonal pattern, including concave units 133 and convex units 132 that are staggered. Both concave units 133 and convex units 132 are located at the vertices of the regular polygon.

[0052] like Figure 7 The surfaces of both concave unit 133 and convex unit 132 are part of a sphere with a radius ranging from 2 to 4 mm.

[0053] The thickness of the tread compound ranges from 10 to 21 mm.

[0054] The width of the central groove 111 is 1.2-2.3 times the width of the edge groove 112. The angle 141 between the oblique groove 120 and the central groove 111 is 10°~85°, and the depth of the oblique groove 120 is between 0~2mm. Tests show that this pattern significantly and effectively reduces the noise of new tires without deteriorating rolling resistance performance.

[0055] like Figure 4 , Figure 12 To alter the tire's natural vibration frequency, a belt layer structure is incorporated within the tire's internal structure. Specifically, the belt layer structure 300 comprises four layers with progressively decreasing widths from the inside out: a first layer 310, a second layer 320, a third layer 330, and a fourth layer 340. Each layer's steel wire unit includes a main steel wire 331 and an auxiliary steel wire 332. The main steel wire 331 is arranged straight, while the auxiliary steel wire 332 is spirally wound around the main steel wire 331, with a spiral angle ranging from 0 to 2°, preferably from 0 to 1.5°. This design alters the tire's vibration frequency, thereby reducing the overall tire noise level without compromising tire durability or rolling resistance.

[0056] To reduce aerodynamic noise, a dual-pitch design is used, with one pitch used to reduce noise and the other pitch used to maintain rolling resistance performance.

[0057] Specifically, a tire can have a longer pitch L and a shorter pitch S, with the L / S ratio controlled between 1.05 and 1.15. The pitch arrangement is SLLLL-LSLLL-LLSLL-SSSLS-SSSSL-SSSSS-LS. This sequence is derived from historical product design experience and a computer program has been continuously optimized over 1000 times until the set energy target is achieved, resulting in the final alternating arrangement. This design effectively reduces tire noise without affecting rolling resistance performance. This method has been validated in existing products, as shown in the table below:

[0058] Taking the existing 385 / 65R22.5 product as an example, the noise figure will be reduced to 51% after optimization;

[0059] Example of pitch arrangement order Energy value Noise figure Before optimization LSSLS-SSSSL-SSSSS-LSSLL-LSSLL-LLLSL-LL 2248.517 100% After optimization SLLLL-LSLLL-LLSLL-SSSLS-SSSSL-SSSSS-LS 1145.871 51%

[0060] Our company's research has revealed a linear relationship between tire contact patch and noise reduction within a certain range. Therefore, we have made the following improvements:

[0061] A type of tire has an embedded chip that monitors the tire's temperature and pressure in real time during vehicle operation. By controlling the tire pressure, the chip adjusts the tire's contact patch, thereby indirectly and dynamically controlling the noise level. Through this dynamic adjustment, tire noise can be further reduced without affecting other performance characteristics such as rolling resistance and durability.

[0062] To reduce noise, low-noise rubber materials are selected to minimize friction noise between the tires and the ground.

[0063] Through such optimization, tire noise is effectively reduced without affecting other properties such as rolling resistance and durability. The preferred tread compound material in this invention, under conditions of 70°C, 10Hz frequency, and 0.075 stress, has an E' value controlled between 2.6 and 7.8, and even better controlled between 4.5 and 5.5.

[0064] The required tanδ range is 0.11~0.19 at 70℃ and 10Hz.

[0065] Application Prospects of This Technology: Due to its advanced nature, this technology has wide applications in tire manufacturing, noise control, and mechanical engineering. Firstly, in tire manufacturing, by optimizing tread pattern and layout, this technology effectively reduces tire noise while avoiding negative impacts on rolling resistance and anti-cracking performance. This balanced performance design concept is significant for improving the overall performance of tires. Furthermore, this technology can provide tire manufacturers with a new technical approach to address the challenges posed by stricter EU labeling regulations. Secondly, in noise control, this technology offers a novel approach to noise control by optimizing tread pattern and layout to reduce aerodynamic noise, rather than simply relying on adding sound-absorbing materials. This active noise control method is more efficient and effective than passive noise control methods and is expected to be widely adopted in the field. Finally, in mechanical engineering, the research and application of this technology are also significant for improving the operating efficiency and safety of mechanical equipment. For example, in fields such as construction machinery and agricultural machinery, reducing equipment noise levels can not only improve equipment operating efficiency but also reduce the equipment's environmental impact and enhance user comfort. In summary, this technical solution has broad application prospects and significant market demand, and is expected to play an important role in multiple fields.

[0066] Features of this application:

[0067] S1. Optimized Tread Pattern Design: By optimizing the tread pattern design, such as increasing the variety of pitch types and optimizing the pitch arrangement, aerodynamic noise is reduced, thereby lowering the tire noise level. This optimized design can effectively reduce tire noise without affecting other performance characteristics such as rolling resistance and durability.

[0068] S2. Change the tire's natural vibration frequency: By altering the tire's internal structure, such as by adding sound-absorbing cotton, the tire's natural vibration frequency can be changed, thereby reducing the overall tire noise level. This change can effectively reduce tire noise without affecting other performance characteristics such as rolling resistance and durability.

[0069] S3. Comprehensive application of multiple noise reduction technologies: By comprehensively applying the above two technologies, aerodynamic noise can be reduced by optimizing the tread design, and the overall tire noise can be reduced by changing the tire's inherent vibration frequency. This effectively reduces tire noise without affecting rolling resistance, durability, or other performance characteristics.

[0070] S4. During vehicle operation, the tire's operating status is monitored in real time, and the tread design is dynamically adjusted based on this status, such as dynamically adjusting the pitch type and pitch arrangement, to further reduce tire noise. This dynamic adjustment can effectively reduce tire noise without affecting other performance characteristics such as rolling resistance and durability.

[0071] S5. By optimizing tire materials, such as using low-noise rubber compounds, tire noise can be further reduced. This optimization can effectively reduce tire noise without affecting other properties such as rolling resistance and durability.

[0072] S6. This utility model proposes a novel tire noise reduction technology. By optimizing the design and saturation of the tread grooves, it can effectively reduce aerodynamic noise while avoiding defects such as cracks at the bottom of the tread grooves and deterioration of rolling resistance. This technical solution reduces tire noise while avoiding negative impacts on other performance aspects, achieving the dual goals of noise reduction and performance optimization.

[0073] S7. The technical solution of this utility model can reduce tire noise while improving tire durability. By optimizing the design and saturation of the tread grooves, stress concentration at the bottom of the tread grooves can be reduced, thereby extending the service life of the tire.

[0074] S8. The technical solution of this utility model has broad application prospects in reducing tire noise. Whether for the production of new tires or the modification of existing tires, the technical solution of this utility model can be adopted to achieve tire noise reduction and performance improvement.

[0075] S9. The technical solution of this utility model has high cost-effectiveness in reducing tire noise. Compared with the existing technology, the technical solution of this utility model can reduce tire noise and improve performance without adding complex manufacturing processes or expensive materials, thus having high cost-effectiveness in practical applications.

[0076] S10. The technical solution of this utility model has good environmental benefits in reducing tire noise. By reducing tire noise, noise pollution to the environment during vehicle operation can be reduced, which has positive environmental significance.

[0077] For other details, please refer to the existing technology.

[0078] The above description is only a preferred embodiment of the present utility model. It should be noted that those skilled in the art can make several changes and improvements without departing from the overall concept of the present utility model, and these should also be considered within the protection scope of the present utility model.

Claims

1. A tire component comprising a tread portion and a carcass, wherein, The tread portion includes an abrasive tread pattern (100) and tread compound (200), characterized in that: The tread pattern (100) distributed on the tread surface has a tread surface saturation "NG-100%" value range of 65%≤NG-100%≤85%. The tread pattern (100) includes four grooves that are linearly distributed, parallel and equidistant in the circumferential direction: two intermediate grooves (111) distributed in the middle area and edge grooves (112) distributed on the outside of the intermediate grooves (111). Inclined grooves (120) are distributed between the two intermediate grooves (111), between the intermediate groove (111) and the edge groove (112), and on the outer side of the edge groove (112). The inclined grooves (120) connect the intermediate grooves (111) and the edge groove (112). For the intermediate groove (111), the inclined grooves (120) on both sides are inclined in the same direction, that is, as it moves away from the intermediate groove (111), the two inclined grooves (120) extend in the same direction. For the edge groove (112), the inclined grooves (120) on both sides are inclined in opposite directions, that is, as it moves away from the edge groove (112), the two inclined grooves (120) extend in opposite directions.

2. The tire component as claimed in claim 1, characterized in that: The oblique groove (120) between the middle groove (111) and the edge groove (112), and one end of the oblique groove (120) on the outside of the edge groove (112) are all three-pronged, including the middle main fork (121) and the two side secondary forks (122), and the secondary forks (122) are also connected to the groove.

3. The tire component as described in claim 2, characterized in that: In the oblique groove (120) between the intermediate groove (111) and the edge groove (112), the three forked ends of two adjacent oblique grooves (120) are distributed in opposite directions; The three-pronged ends of the oblique grooves (120) distributed on the outer side of the edge groove (112) are all located on the side close to the edge groove (112).

4. The tire component as described in claim 3, characterized in that: In the inclined groove (120) between the two intermediate grooves (111), the two adjacent inclined grooves (120) are connected by a hook groove (170). For the same inclined groove (120), its connection point with the two hook grooves (170) is not in the same position.

5. The tire component as described in claim 4, characterized in that: The trench includes a basic trench (113), the left side wall of the basic trench (113) extends outward to form a trench left extension area (115), and the right side wall extends outward to form a trench right extension area (114). On the trench between two adjacent inclined grooves (120), a trench left extension area (115) and a trench right extension area (114) are distributed. When the trench wall of the basic trench (113) expands outward to form the trench left expansion area (115) or the trench right expansion area (114), one direction is the rapid expansion area (16) and the other direction is the slow expansion area (17). The distribution direction of the rapid expansion area (16) and the slow expansion area (17) of all trench left expansion areas (115) is the same. The distribution direction of the rapid expansion area (16) and the slow expansion area (17) of all trench right expansion areas (114) is also the same. The distribution direction of the rapid expansion area (16) of the trench right expansion area (114) and the rapid expansion area (16) of the trench left expansion area (115) is opposite.

6. The tire component as claimed in claim 5, characterized in that: The bottom (123) of some oblique grooves (120) is distributed with concave and convex areas (130). Within one pitch, the number of oblique grooves (120) with concave and convex areas (130) does not exceed 80% of the total number of oblique grooves (120). The distribution density of "oblique grooves (120) with concave and convex areas (130)" at the center tread position is greater than the distribution density at other positions. The concave-convex region (130) includes multiple concave-convex units (131). The concave-convex units (131) are distributed in a regular polygonal pattern, including staggered concave units (133) and convex units (132). Both concave units (133) and convex units (132) are located at the vertices of the regular polygon.

7. The tire component as claimed in claim 6, characterized in that: The surfaces of both the concave unit (133) and the convex unit (132) are part of a sphere with a radius ranging from 2 to 4 mm; Tread compound thickness ranges from 10 to 21 mm; The bottom of the radial section of the trench is an arc with an arc radius greater than or equal to 2. The width of the intermediate groove (111) is 1.2-2.3 times the width of the edge groove (112), the angle between the inclined groove (120) and the intermediate groove (111) is 10°~85°, and the depth of the inclined groove (120) is between 0 and 2 mm. The bevel angle of the groove varies between 10° and 30°. 70%≤NG - 100%≤80%; The tire body has a belt layer structure (300) inside. The belt layer structure is located inside the tire to change the tire's natural vibration frequency. Specifically, the belt layer structure (300) includes four layers with progressively decreasing width from the inside to the outside: the first layer (310), the second layer (320), the third layer (330), and the fourth layer (340). The steel wire unit of a certain layer includes a main steel wire (331) and an auxiliary steel wire (332). The main steel wire (331) is straight, and the auxiliary steel wire (332) is spirally wound around the main steel wire (331). The spiral angle of the auxiliary steel wire (332) is in the range of 0~2°.

8. The tire component as claimed in claim 7, characterized in that: NG-100% is within the range of 76% ± 3%; The helix angle of the auxiliary steel wire (332) ranges from 0 to 1.5°.

9. A tire used in heavy-duty vehicle tires, characterized in that: Includes the tire component as described in claim 1.

10. The tire as claimed in claim 9, characterized in that: Its pitch includes a longer pitch L and a shorter pitch S, and the L / S proportionality coefficient is between 1.0 and 1.15; The pitch arrangement order is SLLLL-LSLLL-LLSLL-SSSLS-SSSSL-SSSSS-LS; An embedded chip monitors the temperature and pressure of the tires in real time during vehicle operation, and adjusts the tire contact patch by controlling the tire pressure.

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