Bicycle brake handle with bearing

Abstract

The utility model relates to a bicycle technical field, concretely is a kind of bicycle brake handle with bearing, including brake handle main part, brake handle main part includes the brake lever for user operation and is used for the mounting seat of connecting bicycle handlebar, mounting seat is equipped with fulcrum hole;Bearing, bearing is installed in fulcrum hole, as the fulcrum of brake lever rotation;Punching tight matching structure, bearing is formed by punching tight matching process and fulcrum hole interference fit, realize the fixation of bearing in fulcrum hole;Connecting component, connecting component includes the brake cable fixed hole of being arranged in brake lever terminal and is used for the adjusting screw of fine adjustment brake tension.The bicycle brake handle with bearing in it, adopt bearing as rotating fulcrum, its friction coefficient is far lower than traditional pin structure, greatly reduce the resistance when brake lever rotates, make braking operation more light and smooth, response speed significantly improves.

Description

Technical Field

[0001] This utility model relates to the field of bicycle technology, and more specifically, to a bicycle brake lever with bearings. Background Technology

[0002] As a core control component for cycling safety, the bicycle brake lever's structural design directly affects braking response speed, operating feel, and long-term reliability, making it one of the key research directions in the field of bicycle braking system technology. With bicycle products developing towards high-end and intelligent features, consumers' demands for cycling safety and comfort continue to rise. The market share of mid-to-high-end brake levers has reached 42.3%, driving the industry to continuously explore structural optimization solutions.

[0003] Existing bicycle brake levers are mainly divided into two categories: mechanical and hydraulic. Mechanical brake levers, with their simple structure and lower cost, still hold a 63.5% market share and are widely used in various bicycle products. Whether it's a traditional cable-operated brake lever or some hydraulic brake levers, their core rotating structure generally uses a common pin or bolt as a fulcrum, transmitting braking force through leverage to achieve the braking function. For example, in the common square switch bicycle lever structure, the brake lever is rotatably connected to the brake housing via a pin. While this traditional design can meet basic braking needs, it has gradually revealed many technical defects during long-term use: The risk of loosening is significant, posing a substantial safety hazard: the clearance between ordinary pins or bolts and the pivot holes increases with wear from frequent braking, causing radial movement when the brake lever is turned, severely affecting braking accuracy. Especially in high-frequency braking scenarios under complex road conditions, loosening can lead to braking delays or uneven braking, posing a direct threat to riding safety. Furthermore, the cable in a cable-operated system is susceptible to wear and corrosion, further reducing the stability of the braking system.

[0004] Poor handling and significant energy loss: Traditional pivot structures lack self-lubricating design, resulting in high sliding friction resistance between the pin and the bore wall, making braking difficult and causing hand fatigue during long rides. Even though some products attempt to improve the feel by optimizing the lever structure or adding components such as cams and linkages, this often leads to structural complexity, increased maintenance difficulty, and limited improvement in grip strength. For cable disc brakes, there is also the problem of balancing braking power and ease of assembly; either the leverage ratio is too small, resulting in insufficient braking power, or the feel is too soft, affecting the operating experience.

[0005] Insufficient structural stability and short service life: Ordinary shaft structures have poor precise positioning capabilities and are prone to displacement under vibration and impact during riding, leading to a decrease in the consistency of braking response. In addition, traditional assembly methods cannot achieve a durable and stable fixation effect, further accelerating the wear rate of components and shortening the overall service life of the brake lever, which falls short of current market demands for product durability. Utility Model Content

[0006] The purpose of this utility model is to provide a bicycle brake lever with a bearing to solve the problem mentioned in the background art that the fit clearance between the ordinary pin or bolt and the fulcrum hole will continuously increase with the wear caused by frequent braking, resulting in radial movement when the brake lever is rotated, which seriously affects the braking accuracy.

[0007] To achieve the above objectives, this utility model provides a bicycle brake lever with bearings, including a brake lever body, the brake lever body including a brake lever for user operation and a mounting base for connecting to the bicycle handlebars, the mounting base being provided with a fulcrum hole; A bearing, which is installed in the fulcrum hole, serves as the fulcrum for rotating the brake lever; The bearing is fixed in the fulcrum hole by forming an interference fit with the fulcrum hole through a stamping tight fit process. The connecting component includes a brake cable fixing hole located at the end of the brake lever and an adjusting screw for fine-tuning the brake tension.

[0008] This setup constructs a complete braking control system using "brake lever body - bearing - stamped tight fit structure - connecting components": the bearing serves as the core fulcrum for brake lever rotation, replacing the traditional ordinary pin, and utilizing the low friction characteristics of the bearing to optimize rotational performance; the stamped tight fit process creates an interference fit between the bearing and the fulcrum hole, and the bearing is reliably fixed by the fastening force generated by mechanical extrusion; in the connecting components, the brake cable fixing hole achieves a rigid connection between the brake cable and the brake lever, and the adjusting screw finely adjusts the brake cable tension through the thread transmission principle to ensure the accuracy of braking force transmission.

[0009] Preferably, the bearing is a rolling bearing or a self-lubricating bearing.

[0010] This setting is based on the force characteristics and usage scenarios of bicycle brake levers, specifically selecting either rolling bearings or self-lubricating bearings: rolling bearings rely on the rolling motion of rolling elements (such as steel balls) to replace sliding friction, significantly reducing the coefficient of friction; self-lubricating bearings have their own lubricating medium (such as graphite, polytetrafluoroethylene), and can achieve low-resistance rotation without the need for additional lubricant, adapting to harsh riding environments.

[0011] Preferably, the rolling bearing is a deep groove ball bearing.

[0012] This deep groove ball bearing features a compact structure, strong radial load capacity, and high rotational accuracy. Its point contact design between the internal steel balls and the inner and outer rings allows it to withstand radial forces while also being able to withstand slight axial forces, perfectly matching the stress state of the brake handle fulcrum (mainly bearing radial rotational loads, accompanied by slight axial vibrations).

[0013] Preferably, there are two bearings, located on both sides of the pivot point of the brake lever.

[0014] This feature involves symmetrically placing two bearings on both sides of the brake lever's rotation fulcrum to form a two-way positioning structure, ensuring that the rotation axis of the brake lever is highly aligned with the central axis of the bearings. The coordinated support of the two bearings disperses the radial load generated during brake lever rotation, preventing fulcrum offset caused by unilateral force.

[0015] Preferably, the stamping and fitting structure includes a positioning shaft, which passes through a fulcrum hole and is threaded to the inner walls of both ends of the fulcrum hole. A bushing is fitted in the middle of the positioning shaft, and the outer wall of the bushing fits tightly with the inner wall of the fulcrum hole. The two ends of the bushing abut against the outer circle of the bearing, so that the outer circle of the bearing fits tightly with the inner wall of the fulcrum hole without gap.

[0016] This setup features a positioning shaft that is threaded together with a fulcrum hole to form a fixed support. A bushing is fitted onto the middle of the positioning shaft and fits tightly against the inner wall of the fulcrum hole. By utilizing the abutment action of the two ends of the bushing against the outer circle of the bearing, the bearing is firmly fixed within the fulcrum hole, forming a triple positioning system of "positioning shaft - bushing - bearing". This enhances the tightness of the interference fit and resists vibration and impact during riding.

[0017] Preferably, the adjusting screw is threaded onto the brake lever, and its end can abut against the brake cable to adjust the tension.

[0018] This setting adjusts the screw and brake lever with a threaded connection. By adjusting the screw by screwing it in or out, the contact pressure between the screw end and the brake cable is changed, thereby adjusting the tension of the brake cable. This allows for fine-tuning of the braking force transmission efficiency and adapts to the stretching and deformation of the brake cable or the operating habits of different users.

[0019] Preferably, a torsion spring is provided at the fulcrum of the brake lever rotation, one end of the torsion spring is welded to the brake lever, and the other end of the torsion spring is welded to the outer wall of the mounting base.

[0020] This design incorporates a torsion spring with elastic restoring properties. Its two ends are welded and fixed to the brake lever and the mounting base, respectively, forming a stable elastic constraint structure. When the user squeezes the brake lever, the spring undergoes torsional deformation and stores elastic potential energy. When the brake lever is released, the elastic potential energy is released, generating a reverse torque to drive the brake lever back to its initial position.

[0021] Preferably, one end of the mounting base is provided with a mounting port, and the mounting base is fixed to the bicycle handlebars by a locking bolt.

[0022] The mounting port of this device features an open design. The clamping gap of the mounting port is reduced by the tightening force of the locking bolts. The friction between the inner wall of the mounting port and the outer wall of the bicycle handlebar achieves a tight fixation between the two, which is compatible with handlebars of different diameters and ensures the convenience of the installation process.

[0023] Compared with the prior art, the beneficial effects of this utility model are as follows: This bicycle brake lever with bearings uses bearings (especially deep groove ball bearings or self-lubricating bearings) as the pivot point. Their coefficient of friction is much lower than that of traditional pin structures, significantly reducing resistance during lever rotation, making braking easier and smoother, and significantly improving response speed. The symmetrical arrangement of the dual bearings, combined with the positioning function of the bushings, effectively eliminates radial movement, ensuring consistent braking stroke. Even under high-frequency braking in complex road conditions, it avoids uneven braking or braking delay, significantly improving riding safety. The adjusting screw allows for precise fine-tuning of brake tension, and combined with the stable connection of the brake cable fixing hole, it further optimizes the controllability of braking force, meeting the precise deceleration needs in different riding scenarios.

[0024] The interference fit between the bearing and the pivot hole is achieved through a stamping and tightening process, forming a durable and reliable mechanical connection that completely solves the loosening problem caused by wear in traditional pins. The combination structure of the positioning shaft and bushing ensures a tight, gapless fit between the outer circle of the bearing and the inner wall of the pivot hole, maintaining precise positioning even under riding vibration and impact conditions, significantly improving the vibration resistance of the component. The mounting base is firmly fixed by locking bolts, and the welding fixing method with a torsion spring ensures that the entire brake lever structure is not prone to displacement during long-term use, further enhancing overall stability.

[0025] The bearing's high wear resistance significantly extends its service life, far exceeding that of traditional pin-shaft structures. The bearing's self-lubricating properties reduce wear between components, while the stamped, tight-fitting structure prevents additional wear caused by loosening, effectively extending the overall service life of the brake lever. The integrated structural design reduces the number of vulnerable parts and eliminates the need for frequent clearance adjustments or component replacements, significantly reducing maintenance frequency and costs for users, making it particularly suitable for high-frequency usage scenarios.

[0026] The low-friction bearing pivot design reduces the grip force required for braking, effectively reducing hand fatigue during long rides. Combined with the ergonomically designed brake lever, this further enhances operational comfort. The torsion spring's elastic return design ensures smoother brake release, avoiding the jamming that can occur with traditional designs and improving operational consistency. This design maintains the simplicity of a mechanical brake lever while achieving an operating feel close to that of high-end hydraulic brakes, balancing practicality and comfort. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the exploded structure of this utility model; Figure 3 This is a schematic diagram of the stamping and fastening structure in this utility model; Figure 4 This is an exploded structural diagram of the stamping and compaction structure in this utility model; The meanings of the labels in the diagram are as follows: 1. Brake lever; 2. Mounting base; 21. Pivot hole; 3. Bearing; 4. Stamped fastening structure; 41. Positioning shaft; 42. Bushing; 5. Connecting component; 51. Brake cable fixing hole; 52. Adjusting screw; 6. Torsion spring. Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0029] This utility model provides a bicycle brake lever with a bearing, such as Figures 1-4 As shown, it includes a brake lever body, which includes a brake lever 1 for user operation and a mounting base 2 for connecting bicycle handlebars. The mounting base 2 is provided with a fulcrum hole 21. Bearing 3 is installed in the fulcrum hole 21 and serves as the fulcrum for the rotation of brake lever 1. The stamped tight fit structure 4 allows the bearing 3 to be fixed within the fulcrum hole 21 by forming an interference fit with the fulcrum hole 21 through the stamping tight fit process. The connecting component 5 includes a brake cable fixing hole 51 located at the end of the brake lever 1 and an adjusting screw 52 for fine-tuning the brake tension.

[0030] A complete braking control system is constructed using the following components: "Brake lever body (including brake lever 1 and mounting base 2) - bearing 3 - stamped fastening structure 4 - connecting component 5". The bearing 3 serves as the core fulcrum for the rotation of the brake lever 1, replacing the traditional ordinary pin. The low friction characteristics of the bearing 3 optimize rotational performance. The stamped fastening structure 4 enables the bearing 3 to form an interference fit with the fulcrum hole 21 of the mounting base 2, and the bearing 3 is reliably fixed by the fastening force generated by mechanical extrusion. In the connecting component 5, the brake cable fixing hole 51 achieves a rigid connection between the brake cable and the brake lever 1, and the adjusting screw 52 finely adjusts the brake cable tension through the thread transmission principle to ensure the accuracy of braking force transmission.

[0031] Completely solves the pain points of high friction and easy loosening of traditional pin structure, making the brake lever 1 rotate around the bearing 3 more easily and smoothly, and the braking response is more rapid; the fixing method of the stamped tight fit structure 4 prevents the bearing 3 from moving or falling out from the pivot hole 21 during long-term use, and improves the overall structural stability; the combination of brake cable fixing hole 51 and adjusting screw 52 ensures the controllability of braking operation and adapts to the braking needs of different riding scenarios.

[0032] In this embodiment, bearing 3 is a rolling bearing or a self-lubricating bearing.

[0033] Based on the force characteristics of the bicycle brake lever, rolling bearings or self-lubricating bearings are selected as bearings: Rolling bearings rely on the rolling motion of rolling elements (such as steel balls) to replace sliding friction, which greatly reduces the coefficient of friction; self-lubricating bearings have their own lubricating medium (such as graphite, polytetrafluoroethylene), and can achieve low-resistance rotation without the need to add additional lubricant, making them suitable for harsh riding environments.

[0034] Both types of bearings 3 can significantly optimize the brake feel and further reduce the operating resistance of the brake lever 1 compared to traditional pins; self-lubricating bearings can reduce maintenance requirements, while rolling bearings are suitable for high-frequency braking scenarios. Users can flexibly select the type according to the product positioning, taking into account both practicality and economy.

[0035] Specifically, rolling bearing 3 is a deep groove ball bearing.

[0036] The rolling bearing 3 is specifically selected as a deep groove ball bearing, which has a compact structure, strong radial load capacity, and high rotational accuracy. The point contact design between the internal steel balls and the inner and outer rings can withstand radial force while being compatible with slight axial force, perfectly matching the force state of the brake lever 1 when rotating around the pivot point (mainly bearing radial rotational load, accompanied by slight axial vibration).

[0037] Compared to ordinary rolling bearings, deep groove ball bearings 3 have stronger adaptability and can achieve high-precision rotation within the limited space of the pivot hole 21 of the mounting seat 2, reducing the jamming phenomenon during the braking process of the brake lever 1; its high wear resistance and stability further extend the service life of the brake lever, making it especially suitable for the stringent braking precision requirements of mid-to-high-end bicycles.

[0038] Furthermore, there are two bearings 3, located on both sides of the pivot point of the brake lever 1.

[0039] Two bearings 3 are set up and symmetrically arranged on both sides of the rotation fulcrum of the brake lever 1 to form a two-way positioning structure, so that the rotation axis of the brake lever 1 is highly coincident with the central axis of the two bearings 3; the radial load generated when the brake lever 1 rotates is distributed by the cooperative support of the two bearings 3, and the fulcrum offset caused by unilateral force is avoided.

[0040] The radial movement problem of traditional single-support structure is completely eliminated, ensuring the coaxiality of the brake lever 1 rotating around the two bearings 3, and avoiding uneven braking or inconsistent stroke during braking; the bidirectional load distribution design reduces the stress on a single bearing 3, further improving the durability of the bearing 3 and the overall structure, and enhancing braking stability under complex road conditions.

[0041] Furthermore, the stamping tight fit structure 4 includes a positioning shaft 41, which passes through the fulcrum hole 21 and is threaded to the inner walls of both ends of the fulcrum hole 21. A bushing 42 is sleeved in the middle of the positioning shaft 41. The outer wall of the bushing 42 fits tightly with the inner wall of the fulcrum hole 21. The two ends of the bushing 42 abut against the outer circle of the bearing 3, so that the outer circle of the bearing 3 fits tightly with the inner wall of the fulcrum hole 21 without gap.

[0042] The positioning shaft 41 of the stamped tight fit structure 4 passes through the fulcrum hole 21 and is threaded to the inner walls of both ends of the fulcrum hole 21 to form a fixed support; the bushing 42 is fitted in the middle of the positioning shaft 41, and its outer wall is tightly fitted with the inner wall of the fulcrum hole 21, and both ends of the bushing 42 abut against the outer circle of the bearing 3. Through the triple positioning of "positioning shaft 41 - bushing 42 - bearing 3", the interference fit effect between the bearing 3 and the fulcrum hole 21 is strengthened to resist the impact of riding vibration.

[0043] The structure completely eliminates the gap between bearing 3 and fulcrum hole 21, preventing bearing 3 from loosening due to long-term vibration; the buffering effect of bushing 42 can absorb part of the impact load, protect bearing 3 and the inner wall of fulcrum hole 21, and improve the vibration resistance of the overall structure; this design makes the installation accuracy of bearing 3 higher, ensuring the smoothness and consistency of brake lever 1 rotation.

[0044] Furthermore, the adjusting screw 52 is threaded onto the brake lever 1, and its end can abut against the brake cable to adjust the tension.

[0045] The adjusting screw 52 is connected to the brake lever 1 by a thread. By adjusting the thread, the contact pressure between the end of the screw and the brake cable can be changed by screwing it in or out, thereby adjusting the tension of the brake cable and achieving fine-tuning of the braking force transmission efficiency. This adapts to the stretching deformation of the brake cable or the operating habits of different users.

[0046] Users can precisely adjust the brake feel by adjusting screw 52, ​​which not only solves the braking delay problem caused by loose brake cable, but also avoids the difficulty of operating the brake lever 1 due to excessive tension; the adjustment process is simple and convenient, requiring no professional tools, thus improving the product's flexibility and adaptability.

[0047] Furthermore, a torsion spring 6 is provided at the fulcrum of the brake lever 1. One end of the torsion spring 6 is welded to the brake lever 1, and the other end of the torsion spring 6 is welded to the outer wall of the mounting base 2.

[0048] A torsion spring 6 is installed at the fulcrum of the brake lever 1. One end of the torsion bar is welded and fixed to the brake lever 1, and the other end of the torsion bar is welded and fixed to the outer wall of the mounting base 2, forming a stable elastic constraint structure. When the brake lever 1 is squeezed, the torsion spring 6 undergoes torsional deformation and stores elastic potential energy. After the brake lever 1 is released, the elastic potential energy is released, generating a reverse torque to drive the brake lever 1 back to the initial position.

[0049] The automatic and smooth reset of the brake lever 1 is achieved, avoiding the reset jamming phenomenon that may occur in traditional structures and improving the continuity of operation; the elastic force of the torsion spring 6 can balance part of the braking force, reducing hand fatigue of users during long-term riding; the welding fixing method ensures the firmness of the connection between the torsion spring 6 and the brake lever 1 and the mounting base 2, and avoids the spring from falling off or failing due to vibration.

[0050] Furthermore, one end of the mounting base 2 is provided with an assembly port, which is used to fix the mounting base 2 to the bicycle handlebars by locking bolts.

[0051] One end of the mounting base 2 is provided with an assembly port. The clamping gap of the assembly port is reduced by the tightening force of the locking bolt. The inner wall of the mounting base 2 and the outer wall of the bicycle handlebar are tightly fixed by friction. It can accommodate handlebars of different diameters and ensures the convenience of the installation process.

[0052] Ensure the secure connection between mounting base 2 and handlebars to prevent loosening of mounting base 2 due to vibration during riding, thereby preventing the brake lever from shifting and affecting braking accuracy; the open design combined with locking bolts makes installation and disassembly simple and efficient, improving the ease of product assembly, while enhancing the reliability and safety of the overall structure.

[0053] When using the bearing-equipped bicycle brake lever of this utility model, firstly, two bearings 3 are symmetrically placed into the fulcrum holes 21 of the mounting base 2. Then, the bushing 42 is fitted onto the middle of the positioning shaft 41. Next, the positioning shaft 41 is passed through the fulcrum hole 21 and threadedly fastened to the hole wall. The bearings 3 are tightly fitted to the inner wall of the fulcrum hole 21 by the two ends of the bushing 42 abutting against the outer circle of the bearings 3. Then, the two ends of the torsion spring 6 are welded and fixed to the brake lever 1 and the mounting base 2 respectively. Finally, the entire brake lever is firmly fixed to the bicycle handlebar by the locking bolt of the mounting port of the mounting base 2, thus completing the assembly.

[0054] When riding, the user needs to brake. By squeezing the brake lever 1, the brake lever 1 rotates smoothly around the bearing 3 as the fulcrum. This rotates the brake cable synchronously through the brake cable fixing hole 51, transmitting the braking force to the brake caliper to achieve wheel braking. Due to the low friction characteristics of the bearing 3, the entire operation is easy and effortless. Furthermore, the positioning effect of the double bearings ensures stable braking stroke and eliminates uneven braking.

[0055] If the brake cable is found to be loose or under excessive tension, the adjusting screw 52 can be turned directly. Turning it in increases the tension of the brake cable and improves the braking response speed; turning it out decreases the tension, avoiding strenuous operation. Precise adjustment can be completed without the need for professional tools.

[0056] After the user releases the brake lever 1, the torsion spring 6 releases its stored elastic potential energy, generating a reverse torque to drive the brake lever 1 to quickly return to its initial position, preparing for the next braking action and preventing the reset from jamming and affecting riding safety.

[0057] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A bicycle brake lever with bearings, characterized in that: The device includes a brake lever body, which includes a brake lever (1) for user operation and a mounting base (2) for connecting bicycle handlebars. The mounting base (2) is provided with a fulcrum hole (21). The bearing (3) is installed in the fulcrum hole (21) and serves as the fulcrum for the rotation of the brake lever (1); The stamped tight fit structure (4) is used to form an interference fit between the bearing (3) and the fulcrum hole (21) through the stamping tight fit process, thereby fixing the bearing (3) in the fulcrum hole (21); The connecting component (5) includes a brake cable fixing hole (51) located at the end of the brake lever (1) and an adjusting screw (52) for fine-tuning the brake tension.

2. The bicycle brake lever with bearing according to claim 1, characterized in that: The bearing (3) is a rolling bearing or a self-lubricating bearing.

3. The bicycle brake lever with bearing according to claim 2, characterized in that: The rolling bearing (3) is a deep groove ball bearing.

4. The bicycle brake lever with bearing according to claim 1, characterized in that: There are two bearings (3), located on both sides of the pivot point of the brake lever (1).

5. The bicycle brake lever with bearing according to claim 1, characterized in that: The stamping tight fit structure (4) includes a positioning shaft (41), which passes through the fulcrum hole (21) and is threaded to the inner walls of both ends of the fulcrum hole (21). A bushing (42) is sleeved in the middle of the positioning shaft (41). The outer wall of the bushing (42) is tightly fitted with the inner wall of the fulcrum hole (21). The two ends of the bushing (42) abut against the outer circle of the bearing (3), so that the outer circle of the bearing (3) is tightly fitted with the inner wall of the fulcrum hole (21) without gap.

6. The bicycle brake lever with bearing according to claim 1, characterized in that: The adjusting screw (52) is threaded onto the brake lever (1), and its end can abut against the brake cable to adjust the tension.

7. The bicycle brake lever with bearing according to claim 1, characterized in that: A torsion spring (6) is provided at the fulcrum of the brake lever (1). One end of the torsion spring (6) is welded to the brake lever (1), and the other end of the torsion spring (6) is welded to the outer wall of the mounting base (2).

8. The bicycle brake lever with bearing according to claim 1, characterized in that: One end of the mounting base (2) is provided with an assembly port, and the mounting base (2) is fixed to the bicycle handlebar by a locking bolt.

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