PEDAL ARRANGEMENT FOR A VEHICLE

Abstract

A pedal arrangement (100, 200, 300, 400) for a vehicle (10), comprising the pedal arrangement (100, 200, 300, 400): a career (108, 208); a brake pedal emulator housing (102, 202, 302, 402) which is slidably coupled to the track (108, 208); at least one pedal interface (207, 307, 407) that can be coupled to the brake pedal emulator housing (102, 202, 302, 402) and operated by an occupant; an actuator (112, 212, 312, 412) that is operationally coupled and configured with the brake pedal emulator housing (102, 202, 302, 402), the brake pedal emulator housing (102, 202, 302, 402) and the pedal interface (207, 307, 407) selectively between an extended position with respect to the track (108, 208) and a retracted position with respect to the track (108, 208). to move stowed position, wherein the actuator (112, 212, 312, 412) is configured to actuate the brake pedal emulator housing (102, 202, 302, 402) and the pedal interface (207, 307, 407) in response to an extension command from a controller (22) into the extended position and actuates the brake pedal emulator housing (102, 202, 302, 402) and the pedal interface (207, 307, 407) in response to a stow command from the controller (22) into the stowed position a push rod (106, 206, 306, 406) which is connected to the pedal interface (207, 307, 407) is coupled and is operationally connected to the actuator (112, 212, 312, 412), wherein the actuator (112, 212, 312, 412) comprises a rotatable threaded element (114) and the brake pedal emulator housing comprises a receiving element rotatably engaged with the threaded element (114), such that the rotation of the threaded element (114) causes a displacement of the brake pedal emulator housing (102, 202, 302, 402), wherein the controller (22) is configured to generate the stowage command in response to the fulfillment of a first operating condition and the stowage command in response to the fulfillment of a second operating condition, wherein the first operating condition comprises an automated drive system (24) that does not control the driving behavior of the vehicle (10), and the second operating condition includes the automated drive system (24) which controls the driving behavior of the vehicle (10), the pedal arrangement (100, 200,300 400) further comprising a support element and a pedal arm (319, 419) having a first end rotatably coupled to the support element and a second end opposite the first end, wherein a translation of the brake pedal emulator housing (102, 202, 302, 402) rotates the pedal arm (319, 419) relative to the support element.

Description

[0001] The present disclosure relates generally to retractable and stowable pedal arrangements.

[0002] The operation of modern vehicles is becoming increasingly automated, meaning they are able to maintain driving control with ever fewer driver interventions. Vehicle automation has been categorized into numerical levels, ranging from zero, which corresponds to no automation with full human control, to five, which corresponds to complete automation without any human control. Various automatic driver assistance systems, such as cruise control, adaptive cruise control, and parking assistance systems, correspond to a lower level of automation, while truly "driverless" vehicles correspond to a higher level.

[0003] DE 10 2017 114 048 A1 describes a brake pedal assembly of a BBW system of a vehicle comprising a support structure, a brake pedal rotatably attached to the support structure on a first axis of rotation, and a brake pedal simulation assembly.

[0004] DE 11 2018 005 184 T5 describes a pedal device comprising a base which is arranged on an inner wall surface of a vehicle body, a pedal plate which is movable relative to the base, and a plate fixing section which is configured such that it fixes the pedal plate immovably relative to the base.

[0005] DE 10 2018 219 487 B4 describes a device for operating the brake and accelerator in a vehicle.

[0006] US 2011 / 0132134A1 describes a pendulum-adjusting pedal device comprising an adjusting accelerator pedal that adjusts the pedal distance by rotating a motor, and an adjusting brake pedal that receives the rotation of the motor via a rotary drive cable.

[0007] JP 2018-090070A describes an accelerator pedal and a brake pedal that are physically deactivated during automated driving. The steering wheel, accelerator pedal, and brake pedal are configured to be retractable, and when the steering wheel is retracted during automated driving by an automated driving function according to the driver's intention, the accelerator pedal is stowed away.

[0008] US 2002 / 0 148 668 A1 describes three-axis adjustable foot controls for motor vehicles.

[0009] DE 100 08 884 A1 describes movable vehicle pedal devices.

[0010] It can be considered an object of the present invention to provide an improved pedal arrangement for a vehicle.

[0011] A first aspect of the present invention relates to a pedal arrangement for a vehicle according to claim 1. Further embodiments of the present invention can be found in the dependent claims.

[0012] The above-mentioned and other advantages and features of the present disclosure will become apparent from the following detailed description of the preferred embodiments when taken in conjunction with the accompanying figures.

[0013] The present revelation is described in connection with the following figures, where like numbers denote like elements. Fig. Figure 1 is a schematic representation of a vehicle according to an embodiment of the present disclosure. Fig. Figure 2 is a schematic representation of a pedal arrangement, according to a first embodiment of the present disclosure. Fig. 3A and Fig. Figure 3B shows schematic representations of a vehicle, according to one embodiment. Fig. Figure 4 is a schematic representation of a pedal arrangement, according to a second embodiment of the present disclosure. Fig. 5A and Fig. 5B are schematic views of a vehicle, according to one embodiment. Fig. Figure 6 is a schematic representation of a pedal arrangement, according to a third embodiment of the present disclosure. Fig. 7A and Fig. Figure 7B shows schematic views of a vehicle, according to one embodiment. Fig. Figure 8 is a schematic representation of a pedal arrangement, according to a fourth embodiment of the present disclosure. Fig. 9A and Fig. Figure 9B shows schematic views of a vehicle, according to one embodiment. Fig. Figure 10 is a flowchart representation of a method for controlling a vehicle according to one embodiment.

[0014] The foregoing and other features of the present disclosure will become more fully apparent from the following description and the accompanying claims, which were included in conjunction with the accompanying figures. With the understanding that these figures merely represent several embodiments in accordance with the disclosure and are not to be regarded as limiting its scope, the disclosure is described with additional specificity and detail by the use of the accompanying drawings. All dimensions given in the drawings or elsewhere herein are for illustrative purposes only.

[0015] Fig. Figure 1 schematically shows a motor vehicle 10 according to the present disclosure. The vehicle 10 is depicted as a passenger car in the illustrated embodiment, but it should be noted that any other vehicle, including motorcycles, trucks, sport utility vehicles (SUVs), or recreational vehicles (RVs), etc., can also be used. The vehicle 10 has a drive system 13, which in various embodiments can comprise an internal combustion engine, an electric machine such as a traction motor, and / or a fuel cell drive system.

[0016] The vehicle 10 generally consists of a body 11 and wheels 15. The body 11 encloses the other components of the vehicle 10 and also defines a passenger compartment. The wheels 15 are each rotatably coupled near a corresponding corner of the body 11.

[0017] The vehicle 10 also includes a transmission 14, which is configured to transmit power from the drive system 13 to the multiple vehicle wheels 15 according to selectable speed ratios. Depending on the embodiment, the transmission 14 may comprise a stepped automatic transmission, a continuously variable transmission, or another suitable transmission.

[0018] The vehicle 10 additionally has a steering system 16. Although a steering wheel is shown for illustration purposes, the steering system 16 may not include a steering wheel in some embodiments considered within the scope of the present disclosure.

[0019] The vehicle 10 additionally has wheel brakes 17 configured to provide a braking torque to the vehicle wheels 15. The wheel brakes 17 can, in various embodiments, comprise friction brakes, a regenerative braking system such as an electric motor, and / or other suitable braking systems. In various embodiments, the braking system comprises a primary and a secondary brake cylinder configured to generate a torque at each wheel brake 17 by various methods, including, but not limited to, electromechanical hydraulic pressure, electromechanical clamping force, and / or other braking methods. In some embodiments, the primary and secondary brake cylinders communicate electronically with a brake control module. In some embodiments, the primary and secondary brake cylinders each communicate with a single brake control module.In other embodiments, the primary and secondary brake actuators each communicate electronically with a brake control module. In some embodiments, the brake control module includes an electronic brake controller.

[0020] The vehicle 10 additionally includes at least one pedal assembly 18. In an exemplary embodiment, the at least one pedal assembly 18 includes a first pedal, which can be called an accelerator pedal, for controlling the drive system 13 and a second pedal, which can be called a brake pedal, for controlling the wheel brakes 17.

[0021] In various embodiments, the vehicle 10 also includes a navigation system 28 configured for wireless communication with other vehicles (“V2V”) and / or infrastructure (“V2I”). In one exemplary embodiment, the wireless communication system 28 is configured to communicate via a dedicated DSRC (Short Range Communications) channel. DSRC channels refer to one-way or two-way communication channels with short to medium ranges specifically designed for use in motor vehicles, as well as a corresponding set of protocols and standards. However, wireless communication systems configured to communicate via additional or alternative wireless communication standards, such as IEEE 802.11 and cellular data communication, are also considered within the scope of this disclosure.

[0022] The drive system 13, the transmission 14, the steering system 16, the wheel brakes 17 via the brake control module, and the pedal assembly 18 are connected to or controlled by at least one controller 22. While the controller 22 is shown as a single unit for illustrative purposes, it may additionally contain one or more other controllers, which together are referred to as the “controller.” The controller 22 may contain a microprocessor or central processing unit (CPU) that communicates with various types of computer-readable storage devices or media. Computer-readable storage devices or media may include, for example, volatile and non-volatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operating variables while the CPU is powered off.Computer-readable storage devices or media can be implemented using any number of known storage devices such as PROMs (programmable read-only memory), EPROMs (electrical PROM), EEPROMs (electrically erasable PROM), flash memory, or other electrical, magnetic, optical, or combined storage devices capable of storing data, some of which represent executable instructions used by the controller 22 in controlling the vehicle.

[0023] The control unit 22 contains an automatic drive system (ADS) 24 for the automatic control of various actuators in the vehicle. In one exemplary configuration, the ADS 24 is a so-called Level Four or Level Five automation system. A Level Four automation system indicates a "high level of automation" and refers to the driving-mode-specific performance of all aspects of the dynamic driving task by an automated driving system, even if a human driver does not respond appropriately to a request for intervention. A Level Five automation system means "full automation" and refers to the full-time performance of an automated driving system in all aspects of the dynamic driving task under all road and environmental conditions that can be handled by a human driver.In an exemplary embodiment, the ADS 24 is configured to control the drive system 13, the transmission 14, the steering system 16 and the wheel brakes 17 via one or more brake control modules in order to control the vehicle acceleration, steering and braking without human intervention via a plurality of actuators 30 in response to inputs from multiple sensors 26, which may optionally include GPS, RADAR, LIDAR, optical cameras, thermal cameras, ultrasonic sensors and / or additional sensors.

[0024] In the illustrated embodiment, the vehicle 10 is a so-called dual-mode vehicle that can be operated by a human driver or by the ADS 24. When the vehicle 10 is under the control of a human driver, operating interfaces such as a steering wheel and the at least one pedal assembly 18 should be accessible to the human driver. However, when the vehicle 10 is under the control of the ADS 24, human operation of such control interfaces may be unnecessary or undesirable, or both.

[0025] In the embodiments of the pedal assembly discussed here, a movable brake pedal emulator (BPE) enables the pedal arm to move between an extended and a stowed position. The embodiments of the present disclosure transmit the force to the BPE in multiple directions to allow greater packaging flexibility of the pedal assembly in the vehicle.

[0026] With reference to Fig. Figure 2 now describes a pedal unit 100 according to an embodiment of the present disclosure. The pedal assembly 100 comprises a brake pedal emulator (BPE) with a housing 102 that encloses a BPE, a receiving element 104, a pushrod connecting element 105, a pushrod 106, a rail or raceway 108, and a guide element 110. A pedal interface is coupled to the pushrod 106. The pushrod 106 is configured to move relative to the BPE housing 102 when the pedal interface is pressed by an operator. In an exemplary embodiment, the BPE housing 102 is provided with at least one rail or raceway 108 on which the BPE housing 102 can slide.In some embodiments, the guide element 110 is coupled to the BPE housing 102 such that the guide element 110 travels along the rail or track 108 to guide the linear displacement of the BPE housing 102 between an extended and a stowed position. The track or rail 108 is coupled to an inner part of the vehicle's passenger compartment.

[0027] The pedal assembly 100 also includes at least one actuator 112. In various embodiments, the actuator 112 can be physically attached to an outer or inner part of the BPE housing 102, for example, via a threaded element 114 that is received in the receiving element 104. In one exemplary embodiment, the rotation of the threaded element 114 transmits the force to the BPE housing 102 to move the BPE housing between the extended and retracted positions. In some embodiments, as in Fig. As shown in Figure 2, the actuator 112 is linearly aligned with the push rod 106.

[0028] The actuator 112 communicates with or is controlled by the controller 22. The actuator 112 can consist of an electric motor, a storage device, another suitable type of actuator, or any combination thereof. The actuator 112 can be operated selectively in at least one first mode and one second mode based on commands from the controller 22.

[0029] In the first mode, which can be described as force feedback mode, the actuator 112 provides a feedback force to the push rod 106. The restoring force resists the force applied by the operator via a pedal interface connected to the push rod 106 and also serves to return the pedal interface to a standard position when the operator releases the pedal.

[0030] In the second mode, which can be described as the jamming mode, the actuator 112 provides a force to move the BPE housing 102 between several positions. The BPE housing 102 is slidably connected to the rail or track 108, which in turn is coupled to an interior part of a passenger compartment of the vehicle, as shown in Fig. 3A and Fig. Figure 3B shows the rail or track 108 in the illustrated embodiment, which is arranged on the floor of the cabin; however, in other embodiments, the track or track 108 may optionally be coupled to other parts of the cabin. In one exemplary embodiment, one or more guide elements 110 may be provided between the BPE housing 102 and the rail or track 108 to facilitate relative movement between them.

[0031] The actuator 112 can control the threaded element 114 so that it rotates in a first direction to move the housing 102 from a first position, as shown in Fig. 3A shown, in a second position, as in Fig. Figure 3B shows the actuator 112 moving relative to a reference line 120. Similarly, the actuator 112 can control the threaded element 114 to rotate in a second direction to move the housing 102 from the second to the first position. The first position can be referred to as the extended position and the second position as the retracted position.

[0032] With reference to Fig. 4 now presents a pedal unit 200 according to a second embodiment of the present disclosure. The pedal unit 200 comprises a BPE housing 202 coupled to a push rod 206 and a pedal interface 207.

[0033] The pedal assembly 200 is provided with an actuator 212 having a threaded section configured to connect to a receiving element 204 of the BPE housing 202. The BPE housing 202 is coupled to at least one rail or track 208 on which the BPE housing 202 can slide. In some embodiments, a guide element 210 is coupled to the BPE housing 202 such that the guide element 210 runs along the rail or track 208 to guide a linear displacement of the BPE housing 202 between an extended position and a stowed position.

[0034] The actuator 212 can be operated selectively in a first mode and a second mode, generally similar to the actuator 112 described above. Fig. 2 discussed. The actuator 212 can control a threaded element (not shown) so that it rotates in a first direction to move the housing 202 from a first position, as in Fig. 5A shown, in a second position, as in Fig. as shown in Figure 5B. Similarly, the actuator 212 can control the threaded element (not shown) to rotate in a second direction to move the housing 202 from the second to the first position. The first position can be referred to as the extended position and the second position as the stowed position. In some embodiments, as shown in Fig. As shown in Figure 4, the actuator 212 is aligned orthogonally with the push rod 206.

[0035] Fig. Figure 6 shows a pedal arrangement 300 according to a third embodiment of the present disclosure. The pedal unit 300 comprises a BPE housing 302 and a pedal arm 319, each coupled to a support part 316.

[0036] The pedal unit 300 is equipped with an actuating element 312, which can be rotatably engaged with a receiving element 304 via a threaded element. The receiving element 304 is coupled to the BPE housing 302 or integrally formed with it.

[0037] The pedal arm 319 has a first end and a second end opposite the first end. The pedal arm 319 is rotatably connected to a support member 316 next to the first end. The support member 316 is coupled to an interior part of the passenger compartment of the vehicle 10. A pedal interface 307 is coupled to the pedal arm 319 at the second end. As shown in Fig. As shown in Figure 6, a push rod 306 engages the pedal arm 319 via a bracket 318. The bracket 318 engages the pedal arm 319 between its first and second ends. The bracket 318 couples the pedal arm 319 and the push rod 306 so that force is transmitted between the pedal arm 319 and the push rod 306, and vice versa. In some embodiments, the bracket 318 includes a groove designed to receive the pedal arm 319. The bracket 318 also includes a recess designed to receive one end of the push rod 306. Pressing down on the pedal arm 319 via the pedal interface 307 exerts a force on the push rod 306 through the bracket 318.

[0038] The actuator 312 can be operated selectively in a first mode and a second mode, generally similar to the actuator 112 described above. Fig. 2 discussed. The actuator 312 can control a threaded element (not shown) so that it rotates in a first direction to move the housing 302 from a first position, as in Fig. 7A shown, in a second position, as in Fig. as shown in Figure 7B. Similarly, the actuator 312 can control a threaded element (not shown) to rotate in a second direction to move the housing 302 from the second to the first position. The transmission of the housing 302 exerts a force on the push rod 306 to rotate the pedal arm 319 between the first and second positions about a pivot point 320. The first position can be referred to as the extended position and the second position as the stowed position. As shown in Fig. 7A and Fig. As shown in Figure 7B, the translation of the housing 302 drives the rotation of the pedal arm 319 in the direction of the housing 302; i.e., the housing 302 and the pedal arm 319 move in the same direction between a first and a second position.

[0039] Fig. Figure 8 shows a pedal assembly 400 according to a fourth embodiment of the present disclosure. The pedal assembly 400 comprises a BPE housing 402 and a pedal arm 419. The pedal arm 419 is coupled to a support 416.

[0040] The pedal assembly 400 is equipped with an actuator 412, which can be rotatably engaged with a receiving element 404 via a threaded element. The receiving element 404 is coupled to the BPE housing 402 or integrally formed with it.

[0041] The pedal arm 419 has a first end and a second end opposite the first end. The pedal arm 419 is rotatably connected to a support 416 next to the first end. The support 416 is coupled to an interior part of the passenger compartment of vehicle 10. A pedal interface 407 is coupled to the second end of the pedal arm 419. As shown in Fig. As shown in Figure 8, a push rod 406 engages the pedal arm 419 at its first end. By pressing down on the pedal arm 419 via the pedal interface 407, force is exerted on the push rod 406.

[0042] The actuator 412 can be operated selectively in a first mode and a second mode, generally similar to the actuator 112 described above. Fig. 2 discussed. The actuator 412 can control the threaded element so that it rotates in a first direction to move the housing 402 from a first position, as in Fig. 9A shown, in a second position, as in Fig. 9B shown, to move. Similarly, the actuator 412 can control the threaded element to rotate in a second direction to move the housing 402 from the second to the first position. The transmission of the housing 402 exerts force on the push rod 406 to rotate the pedal arm 419 between the first and second positions about a pivot point 420. The first position can be referred to as the extended position and the second position as the stowed position. As shown in Fig. 9A and Fig. As shown in Figure 9B, the translation of the housing 402 drives the rotation of the pedal arm 419 away from the housing 402, i.e. the housing 402 and the pedal arm 419 move in opposite directions between a first and a second position.

[0043] With reference to Fig. In section 10, a method 600 for controlling a motor vehicle is presented in the form of a flowchart. The method 600 can be used in conjunction with the control system 22 discussed here, or by other systems connected to or separate from the vehicle, according to exemplary embodiments. The sequence of operations of the method 600 is not limited to sequential execution, as shown in Fig. 10 is shown, but can be carried out in one or more different arrangements, or steps can be carried out simultaneously, as is the case in accordance with the present disclosure.

[0044] A vehicle driving cycle begins, as shown in block 602.

[0045] It is determined whether the vehicle is under the control of ADS 24, as shown in Operation 604. In an exemplary embodiment, this determination is made by the controller 22.

[0046] If the determination of operation 604 is positive, i.e., the vehicle is under the control of ADS 24, then the pedal unit is moved into a jammed position by one or more actuators, as shown in block 606. This can be done, for example, by the mechanisms and methods discussed above in relation to FIGS. 2-9.

[0047] If the determination of operation 604 is negative, i.e., the vehicle is not under the control of ADS 24, the pedal unit is moved into or held in an extended position, as shown in block 608.

[0048] Following block 606 or block 608, it is determined whether the driving cycle has ended, as shown in operation 610. In an exemplary embodiment, this determination is made by the control unit 22.

[0049] If the determination of process 610 is negative, i.e., the driving cycle is not completed, then the control system returns to process 604. The algorithm thus monitors the vehicle's ADS control and controls the pedal arrangement accordingly, provided and as long as the current driving cycle is not completed.

[0050] If the determination of operation 610 is positive, i.e., the driving cycle is complete, the pedal unit is moved to a standard position, as shown in block 612. In one exemplary embodiment, the standard position corresponds to the operating position. In other embodiments, however, the standard position may correspond to the standby position. The algorithm then terminates.

[0051] As can be seen, the present disclosure provides a system and a method for making control interfaces available to a vehicle operator when they are useful and for removing such control interfaces when they are not needed, thereby preventing unintentional control inputs and increasing occupant comfort. Furthermore, systems and methods according to the present disclosure can offer these advantages in a relatively compact package. In some embodiments, the pedal arm of the pedal unit can be retracted into a stowed position, with optical and / or other indicators provided to clearly signal to the operator that the operator no longer has control of the vehicle and cannot regain control by depressing the pedal arm. In some embodiments, the vehicle is operated in a manual driving mode, i.e.,The vehicle is not in an autonomous operating mode and the control of the vehicle is not provided by the controller; the pedal arm automatically moves into the extended position, and a brake pedal emulator can be connected to the pedal arm to allow pedal operation by the operator.

Claims

[1] A pedal arrangement (100, 200, 300 400) for a vehicle (10) comprising the pedal arrangement (100, 200, 300 400): a career (108, 208); a brake pedal emulator housing (102, 202, 302, 402) which is slidably coupled to the track (108, 208); at least one pedal interface (207, 307, 407) that can be coupled to the brake pedal emulator housing (102, 202, 302, 402) and operated by an occupant; an actuator (112, 212, 312, 412) that is operationally coupled and configured with the brake pedal emulator housing (102, 202, 302, 402), the brake pedal emulator housing (102, 202, 302, 402) and the pedal interface (207, 307, 407) selectively between an extended position with respect to the track (108, 208) and a retracted position with respect to the track (108, 208). to move stowed position, wherein the actuator (112, 212, 312, 412) is configured to actuate the brake pedal emulator housing (102, 202, 302, 402) and the pedal interface (207, 307, 407) in response to an extension command from a controller (22) into the extended position and actuates the brake pedal emulator housing (102, 202, 302, 402) and the pedal interface (207, 307, 407) in response to a stow command from the controller (22) into the stowed position a push rod (106, 206, 306, 406) which is connected to the pedal interface (207, 307, 407) is coupled and is operationally connected to the actuator (112, 212, 312, 412), wherein the actuator (112, 212, 312, 412) comprises a rotatable threaded element (114) and the brake pedal emulator housing comprises a receiving element rotatably engaged with the threaded element (114), such that the rotation of the threaded element (114) causes a displacement of the brake pedal emulator housing (102, 202, 302, 402), wherein the controller (22) is configured to generate the stowage command in response to the fulfillment of a first operating condition and the stowage command in response to the fulfillment of a second operating condition, wherein the first operating condition comprises an automated drive system (24) that does not control the driving behavior of the vehicle (10), and the second operating condition includes the automated drive system (24) which controls the driving behavior of the vehicle (10), the pedal arrangement (100, 200,300 400) further comprising a support element and a pedal arm (319, 419) having a first end rotatably coupled to the support element and a second end opposite the first end, wherein a translation of the brake pedal emulator housing (102, 202, 302, 402) rotates the pedal arm (319, 419) relative to the support element. [2] The pedal arrangement (100, 200, 300, 400) according to claim 1, wherein a translation of the brake pedal emulator housing (102, 202, 302, 402) rotates the pedal arm (319, 419) such that the pedal arm (319, 419) and the brake pedal emulator housing (102, 202, 302, 402) move in the same direction between the extended and stowed positions. [3] The pedal arrangement (100, 200, 300, 400) according to claim 1, wherein a translation of the brake pedal emulator housing (102, 202, 302, 402) rotates the pedal arm (319, 419) such that the pedal arm (319, 419) and the brake pedal emulator housing (102, 202, 302, 402) move in opposite directions between the extended and stowed positions. [4] The pedal arrangement (100, 200, 300, 400) according to claim 1, wherein the actuator (112, 212, 312, 412) is aligned linearly with the push rod (106, 206, 306, 406). [5] The pedal arrangement (100, 200, 300, 400) according to claim 1, wherein the actuator (112, 212, 312, 412) is aligned orthogonally to the push rod (106, 206, 306, 406).

Images