Electronic inter-wheel lock

Abstract

The utility model discloses an electronic inter-wheel lock, which relates to the technical field of automobile transmission, and comprises an electromagnetic driving unit, a driving lock piece, a driven lock piece, a reset elastic piece and a position sensor, the driving locking piece can be mounted on the first transmission shaft in a sliding manner and is provided with a first tooth structure; the driven locking piece is fixedly installed on the second transmission shaft and provided with a second tooth structure capable of being meshed with the first tooth structure. The electromagnetic driving unit is connected with the driving lock piece and used for driving the driving lock piece to move close to the driven lock piece so that the first tooth structure can be meshed with the second tooth structure. The reset elastic piece is connected with the driving lock piece and used for driving the driving lock piece to move away from the driven lock piece. The position sensor is used for detecting the position of the active lock piece. According to the designed electronic inter-wheel lock, rapid combination and rapid separation of the driving lock piece and the driven lock piece are achieved. Meanwhile, through real-time monitoring and feedback of the position sensor, the accuracy and reliability of vehicle power distribution are ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile transmission technology, and in particular to an electronic inter-wheel lock. BACKGROUND

[0002] In the current field of automobile transmission technology, inter-wheel locks play a crucial role in distributed electric drive vehicles. They connect the power output of two separate electric motors, ensuring effective power distribution under different road conditions. While traditional inter-wheel locks can ensure smooth rotation of the vehicle under normal driving conditions, they fail to timely and effectively transmit power to the tire with traction when one tire loses traction, causing the vehicle to become stranded. This makes them difficult to cope with increasingly complex and variable off-road driving environments. In addition, the high structural complexity of traditional inter-wheel locks not only results in a relatively short service life, but also slower response speed, and there is a risk of errors in signal transmission, which affects the vehicle's power distribution effect and safety during driving.

[0003] Therefore, there is an urgent need to develop a new electronic inter-wheel lock to solve the above problems. CONTENT OF THE INVENTION

[0004] Therefore, the purpose of the present application is to provide an electronic inter-wheel lock with more efficient power transmission and faster response speed.

[0005] To achieve the above technical purpose, the present application provides an electronic inter-wheel lock, comprising an electromagnetic drive unit, a driving lock piece, a driven lock piece, a reset elastic piece and a position sensor.

[0006] The driving lock piece is slidably mounted on the first transmission shaft and provided with a first tooth structure.

[0007] The driven lock piece is fixedly installed on the second transmission shaft and provided with a second tooth structure capable of engaging with the first tooth structure.

[0008] The electromagnetic drive unit is connected with the driving lock piece and used to drive the driving lock piece to move close to the driven lock piece, so that the first tooth structure engages with the second tooth structure.

[0009] The reset elastic piece is connected with the driving lock piece and used to drive the driving lock piece to move away from the driven lock piece.

[0010] The position sensor is used to detect the position of the driving lock piece.

[0011] Further, the driving lock piece and the driven lock piece are both toothed disc structures.

[0012] The first tooth structure is arranged on an end surface of the driving lock towards the driven lock.

[0013] The second tooth structure is arranged on an end surface of the driven lock towards the driving lock.

[0014] Further, an end of the driving lock is provided with a concave cavity.

[0015] An end of the first transmission shaft extends into the concave cavity, and a shaft segment extending into the concave cavity is provided with a reset fixing member.

[0016] One end of the reset elastic member is in contact with an inner end surface of the concave cavity, and the other end is in contact with the reset fixing member.

[0017] Further, the reset elastic member is a compression spring.

[0018] Further, the reset fixing member is in interference connection with the first transmission shaft.

[0019] The first transmission shaft is provided with a first stop member in contact with a surface of the reset fixing member away from the reset elastic member.

[0020] The surface of the reset fixing member towards the reset elastic member is provided with a positioning groove for the other end of the reset elastic member to insert.

[0021] Further, a limiting member is arranged in the concave cavity.

[0022] The limiting member can be in contact with the reset fixing member in the reset movement direction of the driving lock.

[0023] Further, the position sensor is mounted on the electromagnetic driving unit.

[0024] The driving lock is provided with a signal disc.

[0025] The position sensor is used to determine the position of the driving lock by detecting the position of the signal disc.

[0026] Further, the electromagnetic driving unit includes a coil assembly and a push ring assembly.

[0027] The coil assembly includes a shell and a coil module.

[0028] The shell is provided with a mounting cavity.

[0029] The coil module is mounted in the mounting cavity.

[0030] The push ring assembly is mounted on the driving lock and located in the inner circle of the shell.

[0031] The coil module is used to generate electromagnetic force when energized to drive the push ring assembly to push the driving lock piece to move close to the driven lock piece.

[0032] Further, the push ring assembly comprises a push ring outer ring and a push ring inner ring.

[0033] One end of the push ring inner ring is provided with a first clamping jaw part.

[0034] The driving lock piece is provided with a step part in contact with one side of the first clamping jaw part.

[0035] The driving lock piece is provided with a second stop piece.

[0036] The first clamping jaw part is clamped between the second stop piece and the step part.

[0037] The push ring outer ring is fixedly installed outside the push ring inner ring.

[0038] The other end of the push ring inner ring is provided with a second clamping jaw part in contact with the push ring outer ring.

[0039] Further, the signal disc is fixed between the second stop piece and the first clamping jaw part.

[0040] From the above technical solutions, the electronic wheel interlock designed by the present application has the following beneficial effects:

[0041] 1. The driving lock piece and the driven lock piece are engaged and locked in an electromagnetic driving manner, and the elastic force of the reset elastic member is used to drive the driving lock piece and the driven lock piece to separate, so that the switching between double-motor torque transmission and single-motor torque transmission can be quickly realized, the response speed is faster, and the off-road capability and safety of the vehicle are further enhanced.

[0042] 2. The position sensor is designed to detect the position information of the driving lock piece and feedback, effectively judge the combination and disconnection state of the driving lock piece and the driven lock piece, avoid the error of vehicle power distribution caused by signal transmission error, and realize more accurate power distribution.

[0043] 3. The first transmission shaft and the second transmission shaft are arranged between the shafts, the overall structure is compact, the volume is small, and the occupied space is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0044] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed in the embodiment or prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0045] Figure 1 Figure 1 is a whole sectional view of an electronic wheel lock provided in the present application;

[0046] Figure 2 Figure 2 is a first partial structural sectional view of an electronic wheel lock provided in the present application;

[0047] Figure 3 Figure 3 is a second partial structural sectional view of an electronic wheel lock provided in the present application;

[0048] Figure 4 Figure 4 is a combined state schematic view of an electronic wheel lock provided in the present application;

[0049] Figure 5 Figure 5 is a partial structural schematic view of a combined state of an electronic wheel lock provided in the present application;

[0050] Figure 6 Figure 6 is a disconnection state schematic view of an electronic wheel lock provided in the present application;

[0051] Figure 7 Figure 7 is a partial structural schematic view of a disconnection state of an electronic wheel lock provided in the present application;

[0052] In the figure: 1, driving lock piece; 11, first tooth structure; 12, concave cavity; 13, step part; 2, driven lock piece; 21, second tooth structure; 3, electromagnetic driving unit; 31, coil assembly; 311, shell; 3111, second chamfered slope; 312, coil module; 32, push ring assembly; 321, push ring outer ring; 3211, first chamfered slope; 322, push ring inner ring; 3221, first clamping jaw part; 3222, second clamping jaw part; 4, reset elastic piece; 5, position sensor; 61, first transmission shaft; 62, second transmission shaft; 71, reset fixing piece; 72, first stop piece; 73, limiting piece; 74, second stop piece; 8, signal disc. DETAILED DESCRIPTION

[0053] The technical solutions of the embodiments of the present application will be described clearly and completely below with reference to the drawings. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0054] In the description of the embodiments of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0055] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a replaceable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0056] This application discloses an electronic wheel lock.

[0057] Please see Figure 1 One embodiment of an electronic wheel lock provided in this application includes:

[0058] The electromagnetic drive unit 3, the active locking element 1, the driven locking element 2, the reset elastic element 4, and the position sensor 5.

[0059] The active locking element 1 is slidably mounted on the first drive shaft 61 and is provided with a first tooth structure 11; the driven locking element 2 is fixedly mounted on the second drive shaft 62 and is provided with a second tooth structure 21 that can mesh with the first tooth structure 11. The active locking element 1 and the driven locking element 2 are coaxially arranged; the coaxial design effectively improves the transmission efficiency between the locking elements.

[0060] The electromagnetic drive unit 3 is connected to the active locking member 1 and is used to drive the active locking member 1 to move closer to the driven locking member 2 so that the first tooth structure 11 and the second tooth structure 21 mesh.

[0061] The reset elastic element 4 is connected to the active locking element 1 and is used to drive the active locking element 1 away from the driven locking element 2.

[0062] Position sensor 5 is used to detect the position of active locking element 1.

[0063] The electronic wheel lock designed in this application has the following beneficial effects:

[0064] 1. An innovative technology utilizing electromagnetic force to drive the active locking element 1 and the driven locking element 2 to engage and lock rapidly. Through ingenious design, this technology enables the active locking element 1 and the driven locking element 2 to engage and lock quickly. Furthermore, the elastic force of the reset elastic element 4 effectively drives the active locking element 1 and the driven locking element 2 to disengage. This design not only enables rapid switching between dual-motor torque transmission and single-motor torque transmission but also significantly improves response speed, thereby further enhancing the vehicle's off-road capability and safety in complex road conditions.

[0065] 2. To ensure the accuracy of vehicle power distribution, a position sensor 5 is also designed to detect and provide feedback on the position information of the active locking element 1 in real time. This effectively determines the engagement and disengagement states of the active locking element 1 and the driven locking element 2, thus preventing power distribution errors caused by signal transmission mistakes. This precise power distribution technology can meet the needs of various complex usage scenarios, ensuring that the vehicle maintains optimal performance under different road conditions.

[0066] 3. In terms of structural design, the space between the first drive shaft 61 and the second drive shaft 62 is fully utilized for layout, thereby achieving a compact overall structure. This design not only makes the entire device smaller in size but also significantly reduces the space occupied, providing greater flexibility for the layout of other components inside the vehicle and offering more possibilities for vehicle design.

[0067] In summary, the electronic wheel lock designed in this application has more efficient power transmission and faster response speed, enabling vehicles to drive easily even in harsh environments, further enhancing the vehicle's off-road capability and safety, and is more reliable than traditional wheel locks.

[0068] The above is an embodiment of an electronic wheel lock provided in this application. The following is an embodiment of an electronic wheel lock provided in this application. Please refer to the following for details. Figures 1 to 7 .

[0069] Based on the solution of Embodiment 1 above:

[0070] Furthermore, such as Figure 1As shown, both the active locking element 1 and the driven locking element 2 are toothed disc structures. The toothed disc structure has splined holes for connection to the first drive shaft 61 / second drive shaft 62. A first tooth structure 11 is located on the end face of the active locking element 1 facing the driven locking element 2; a second tooth structure 21 is located on the end face of the driven locking element 2 facing the active locking element 1. The design of the toothed disc structure allows for greater friction between the active locking element 1 and the driven locking element 2 during engagement, thereby improving the stability and reliability of the locking. Simultaneously, the reasonable design of the toothed disc structure's end face ensures smooth engagement and disengagement of the active locking element 1 and the driven locking element 2, reducing wear and noise.

[0071] Furthermore, such as Figure 1 as well as Figure 2 As shown, one end of the active locking member 1 is provided with a cavity 12; one end of the first transmission shaft 61 extends into the cavity 12, and a reset fixing member 71 is provided on the shaft section extending into the cavity 12; one end of the reset elastic member 4 contacts and abuts against the inner end face of the cavity 12, and the other end contacts and abuts against the reset fixing member 71.

[0072] The design of the cavity 12 not only provides space for the installation of the reset elastic element 4, but also effectively protects the reset elastic element 4 from interference and damage from the external environment, thereby extending the service life of the reset elastic element 4. The reset fixing element 71 serves as a fixing structure, fixing the reset elastic element 4.

[0073] Furthermore, such as Figure 1 as well as Figure 2 As shown, the reset elastic element 4 is a compression spring. Compression springs have good elasticity and resilience. At the same time, the use of compression springs simplifies the design of the overall structure and reduces manufacturing costs.

[0074] Furthermore, such as Figure 2 As shown, taking the compression spring design as an example, the reset fixing member 71 can be a ring plate structure, which is interference-fitted with the first transmission shaft 61. At the same time, the first transmission shaft 61 is provided with a first stop member 72, which contacts the side of the reset fixing member 71 away from the reset elastic member 4, thereby restricting the axial movement of the reset fixing member 71 and further enhancing the stability of the structure.

[0075] The first stop 72 can be a shaft retaining circlip. Shaft retaining circlips are simple and practical; they can be firmly fixed to the first drive shaft 61 through their elastic deformation without hindering the rotation of the drive shaft. This design not only ensures the stability of the reset fixing member 71 but also guarantees the normal operation of the entire electronic wheel lock. Furthermore, the shaft retaining circlip is easy to install and remove, facilitating the maintenance and repair of the electronic wheel lock.

[0076] The side of the reset fixing member 71 facing the reset elastic member 4 is provided with a positioning groove for the other end of the reset elastic member 4 to be inserted. This design can ensure that the reset elastic member 4 can be accurately positioned on the reset fixing member 71 during installation, avoiding misalignment or displacement during installation and use.

[0077] Furthermore, such as Figure 2 As shown, a limiting member 73 is provided in the cavity 12; the limiting member 73 can contact and abut against the reset fixing member 71 in the reset movement direction of the active locking member 1, so as to control the reset stroke of the active locking member 1.

[0078] Specifically, since the reset fixing member 71 is fixed on the first transmission shaft 61 and is in a relatively fixed state, when the active locking member 1 starts to reset under the action of the reset elastic member 4, it will synchronously drive the limiting member 73 to move. When the movement stops when the limiting member 73 contacts and abuts the reset fixing member 71, the reset movement is in place. It can be seen that the design of the limiting member 73 can control the reset movement stroke of the active locking member 1 and ensure that the active locking member 1 is reset in place.

[0079] The design of the limiting component 73 serves to limit the reset movement of the active locking component 1, effectively controlling the reset stroke of the active locking component 1 and ensuring that the active locking component 1 can accurately return to the initial position, preparing for the next locking operation.

[0080] The limiting component 73 can be a retaining ring for holes, and there are no specific restrictions.

[0081] Furthermore, such as Figures 1 to 3 As shown, the position sensor 5 is mounted on the electromagnetic drive unit 3; the active locking element 1 is provided with a signal disk 8; the position sensor 5 is used to determine the position of the active locking element 1 by detecting the position of the signal disk 8.

[0082] The design of the signal disc 8 enables the position sensor 5 to accurately detect the position information of the active locking element 1, thereby achieving real-time monitoring of the status of the active locking element 1. This design not only improves the reliability of the system but also provides strong support for the intelligent control of the vehicle. In conjunction with the signal disc 8, the position sensor 5 can detect not only the axial position of the active locking element 1 but also its angular / rotational status information, providing more comprehensive information detection.

[0083] Furthermore, such as Figure 2 as well as Figure 3 As shown, the electromagnetic drive unit 3 includes a coil assembly 31 and a push ring assembly 32.

[0084] The coil assembly 31 includes a housing 311 and a coil module 312; the housing 311 has a mounting cavity; the coil module 312 is installed in the mounting cavity; the push ring assembly 32 is installed on the active locking member 1 and is located in the inner ring of the housing 311; the coil module 312 is used to generate electromagnetic force when energized to drive the push ring assembly 32 to push the active locking member 1 closer to the driven locking member 2.

[0085] Regarding the installation of the position sensor 5, at least two mounting holes can be machined on the housing 311. The position sensor 5 is fixed to the mounting holes by screws / bolts to detect the position of the signal disk 8 and feed back the information to the vehicle controller.

[0086] Furthermore, such as Figure 2 As shown, the push ring assembly 32 includes an outer ring 321 and an inner ring 322. One end of the inner ring 322 is provided with a first claw portion 3221. The active locking member 1 is provided with a stepped portion 13 that contacts one side of the first claw portion 3221. The active locking member 1 is provided with a second stop 74. The second stop 74 and the stepped portion 13 clamp the first claw portion 3221. Through the clamping action between the second stop 74 and the stepped portion 13, the push ring assembly 32 is effectively prevented from falling off or shifting during the process of pushing the active locking member 1.

[0087] The outer ring 321 of the push ring is fixedly installed outside the inner ring 322 of the push ring; the other end of the inner ring 322 of the push ring is provided with a second claw portion 3222 that contacts the outer ring 321 of the push ring. The fixed installation between the outer ring 321 of the push ring and the inner ring 322 of the push ring further enhances the overall structural strength of the push ring assembly 32 and improves its service life; the design of the second claw portion 3222 ensures that the outer ring 321 of the push ring can smoothly push the inner ring 322 of the push ring under the action of the electromagnetic force generated by the coil module 312 to drive the active locking member 1 to move.

[0088] The second stop 74 can also be a shaft retaining spring; there are no specific restrictions. As long as it can effectively clamp the first claw portion 3221 and ensure a stable connection between the push ring assembly 32 and the active locking member 1, it is acceptable.

[0089] Furthermore, such as Figure 2 As shown, the front end of the outer ring 321 of the push ring assembly 32 facing the outer casing 311 of the coil assembly 31 has a first chamfered bevel 3211; correspondingly, as Figure 3As shown, the outer casing 311 has a second chamfered surface 3111 that faces and is parallel to the first chamfered surface 3211. When the coil assembly 31 is energized, the first chamfered surface 3211 and the second chamfered surface 3111 approach each other (but do not contact each other) under the action of magnetic force, causing the push ring assembly 32 to move, thereby driving the active locking member 1 to slide axially closer to the driven locking member 2. Through the design of the chamfered surfaces, the driving efficiency of the push ring assembly 32 can be further improved, thereby improving the performance of the electronic wheel lock.

[0090] Furthermore, such as Figure 2 As shown, the signal disk 8 is fixed between the second stop 74 and the first claw portion 3221. The signal disk 8 is also fixedly installed by the cooperation between the second stop 74 and the first claw portion 3221, which can be assembled together during assembly, reducing assembly steps and making the overall structure more compact.

[0091] The working process of the electronic wheel lock designed in this application is as follows:

[0092] like Figure 4 as well as Figure 5 As shown, when the coil module 312 is energized, under the action of electromagnetic force, it drives the outer ring 321 of the push ring to move, which in turn drives the inner ring 322 of the push ring to move, so as to drive the active locking member 1 to slide axially close to the driven locking member 2. When the active locking member 1 and the driven locking member 2 are engaged, the engagement is completed, and the dual motor torque transmission is realized.

[0093] like Figure 6 as well as Figure 7 As shown, when the coil module 312 is de-energized, the active locking component 1 is reset under the restoring elastic force of the reset elastic component 4, and at the same time, it drives the push ring assembly 32 to reset as well.

[0094] The electronic wheel lock designed in this application achieves rapid engagement and disengagement of the active locking element 1 and the driven locking element 2 through ingenious structural design and innovative technical means. Simultaneously, real-time monitoring and feedback from the position sensor 5 ensure the accuracy and reliability of vehicle power distribution. This design not only improves the vehicle's off-road capability and safety but also reduces manufacturing costs and maintenance difficulty, providing more possibilities and convenience for vehicle design and use.

[0095] The above provides a detailed description of an electronic wheel lock provided in this application. For those skilled in the art, based on the ideas of the embodiments of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. An electronic wheel lock, characterized in that, It includes an electromagnetic drive unit (3), an active locking element (1), a driven locking element (2), a reset elastic element (4), and a position sensor (5); The active locking element (1) can be slidably mounted on the first drive shaft (61) and is provided with a first tooth structure (11). The driven locking member (2) is fixedly installed on the second transmission shaft (62) and is provided with a second tooth structure (21) that can mesh with the first tooth structure (11). The electromagnetic drive unit (3) is connected to the active locking member (1) and is used to drive the active locking member (1) to move closer to the driven locking member (2) so that the first tooth structure (11) meshes with the second tooth structure (21); The reset elastic element (4) is connected to the active locking element (1) and is used to drive the active locking element (1) to move away from the driven locking element (2); The position sensor (5) is used to detect the position of the active locking element (1).

2. The electronic wheel lock according to claim 1, characterized in that, Both the active locking element (1) and the passive locking element (2) are toothed disc structures; The first tooth structure (11) is provided on one end face of the active locking member (1) facing the driven locking member (2); The second tooth structure (21) is located on one end face of the driven locking member (2) facing the active locking member (1).

3. An electronic wheel lock according to claim 1, characterized in that, One end of the active locking element (1) is provided with a cavity (12); One end of the first drive shaft (61) extends into the cavity (12), and a reset fixing member (71) is provided on the shaft section extending into the cavity (12). One end of the reset elastic member (4) contacts and abuts against the inner end face of the cavity (12), and the other end contacts and abuts against the reset fixing member (71).

4. An electronic wheel lock according to claim 3, characterized in that, The reset elastic element (4) is a compression spring.

5. An electronic wheel lock according to claim 4, characterized in that, The reset fixing member (71) is interference-fitted with the first transmission shaft (61); The first drive shaft (61) is provided with a first stop (72), which contacts the side of the reset fixing member (71) away from the reset elastic member (4); The reset fixing member (71) has a positioning groove on the side facing the reset elastic member (4) for the other end of the reset elastic member (4) to be inserted.

6. An electronic wheel lock according to claim 3, characterized in that, The cavity (12) is provided with a limiting member (73); The limiting member (73) can contact and abut against the reset fixing member (71) in the reset movement direction of the active locking member (1).

7. An electronic wheel lock according to claim 1, characterized in that, The position sensor (5) is mounted on the electromagnetic drive unit (3); The active locking element (1) is provided with a signal disk (8); The position sensor (5) is used to determine the position of the active locking element (1) by detecting the position of the signal disk (8).

8. An electronic wheel lock according to claim 7, characterized in that, The electromagnetic drive unit (3) includes a coil assembly (31) and a push ring assembly (32); The coil assembly (31) includes a housing (311) and a coil module (312). The outer casing (311) has an installation cavity; The coil module (312) is installed in the mounting cavity; The push ring assembly (32) is mounted on the active locking element (1) and is located in the inner ring of the housing (311); The coil module (312) is used to generate electromagnetic force when energized to drive the push ring assembly (32) to push the active lock (1) closer to the driven lock (2).

9. An electronic wheel lock according to claim 8, characterized in that, The push ring assembly (32) includes a push ring outer ring (321) and a push ring inner ring (322); One end of the inner ring (322) of the push ring is provided with a first pawl (3221); The active locking member (1) is provided with a stepped part (13) that contacts one side of the first claw part (3221). The active locking member (1) is provided with a second stop member (74); The second stop (74) and the stepped portion (13) clamp the first claw portion (3221); The outer ring (321) of the push ring is fixedly installed outside the inner ring (322) of the push ring; The other end of the inner ring (322) of the push ring is provided with a second claw (3222) that contacts the outer ring (321) of the push ring.

10. An electronic wheel lock according to claim 9, characterized in that, The signal disk (8) is fixed between the second stop (74) and the first claw (3221).

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