HYDRAULIC BRAKING SYSTEM WITH A PARKING BRAKE DEVICE

Abstract

The invention relates to a braking system (12) for a motor vehicle comprising: - a disc brake (18) having a caliper (22) in which a brake pad (40) is capable of being clamped by pressurizing a hydraulic chamber (36); - a master cylinder (44) connected to the caliper chamber (36); - a parking brake device (60) which is interposed between the master cylinder (44) and the caliper chamber (36); characterized in that the parking brake device (60) comprises a parking cylinder (62) having a working chamber (66) with variable volume delimited by a sliding parking piston (64), the parking piston (64) sliding between a service position and a parking position. Figure 3

Description

Title of the invention: HYDRAULIC BRAKING SYSTEM COMPRISING A PARKING BRAKE DEVICE TECHNICAL FIELD OF THE INVENTION

[0001] The invention relates to a braking system for a motor vehicle comprising:

[0002] - at least one disc brake comprising a caliper in which at least one pad of brake is capable of being applied against a disc by pressurizing brake fluid in at least one hydraulic chamber of the caliper, called the “caliper chamber”;

[0003] - a master cylinder which is connected to each caliper chamber via of a hydraulic circuit;

[0004] - a parking brake device which is interposed in the hydraulic circuit between the master cylinder and the at least one caliper chamber of the associated disc brake and which is capable of pressurizing the caliper chamber independently of the master cylinder to clamp the brake pad against the disc. TECHNICAL BACKGROUND OF THE INVENTION

[0005] In order to be able to brake the vehicle while it is moving, it is known to use a service brake. Service brakes generally include disc brakes.

[0006] Disc brakes used on motor vehicles generally have discs whose rotation is associated with that of the vehicle's wheels and friction elements, for example brake pads, which are applied to the discs during braking to slow down their rotation.

[0007] To exert braking, a hydraulic cylinder device is generally provided, actuating a piston connected to the brake pads. This piston clamps the pads against the disc under the action of the brake fluid sent into the cylinder when a braking command is actuated. On the contrary, when no braking command is actuated, no force clamps the brake pads against the disc which can then rotate freely.

[0008] Such a service brake is generally controlled by the driver of the vehicle by means of a brake pedal.

[0009] Some driver assistance devices can also automatically control the service brake, such as electronic trajectory correctors, also known by their English acronym ESP meaning Electronic Stability Program.

[0010] Furthermore, it is also known to use a parking brake to permanently stop a vehicle by blocking its wheels, in particular when the vehicle is parked and stopped. A Such a parking brake is generally formed by a system separate from the service brake.

[0011] This is for example a drum brake comprising a drum rotating with the wheel of the vehicle and containing brake segments intended to be clamped radially against the internal cylindrical wall of the drum.

[0012] Disc brake calipers are also known which are provided with brake pads which are separate from the brake pads used for the service brake. These brake pads are actuated by an electric motor instead of being actuated by a hydraulic cylinder piston.

[0013] However, these parking brake devices are bulky and expensive. BRIEF SUMMARY OF THE INVENTION

[0014] The present invention provides a braking system for a motor vehicle comprising:

[0015] - at least one disc brake comprising a caliper in which at least one pad of brake is capable of being applied against a disc by pressurizing brake fluid in at least one hydraulic chamber of the caliper, called the “caliper chamber”;

[0016] - a master cylinder which is connected to each caliper chamber via of a hydraulic circuit;

[0017] - a parking brake device which is interposed in the hydraulic circuit between the master cylinder and the at least one caliper chamber of the associated disc brake and which is capable of pressurizing the caliper chamber independently of the master cylinder to clamp the brake pad against the disc;

[0018] characterized in that the parking brake device comprises a parking cylinder comprising a variable volume working chamber delimited by a sliding parking piston, the parking piston sliding between a service position in which the master cylinder communicates with the at least one caliper chamber via the working chamber to control the disc brake, and a parking position in which the volume of the working chamber is reduced to pressurize the at least one caliper chamber.

[0019] According to another characteristic of the invention, when the parking piston reaches an intermediate position between its service position and its parking position, it interrupts the communication between the master cylinder and the working chamber.

[0020] According to another characteristic of the invention, the parking cylinder comprises a first orifice, called the upstream orifice, for connection to the master cylinder and a second orifice, called the downstream orifice, for connection to the at least one caliper chamber, the upstream orifice being located close to the parking piston in its service position.

[0021] According to another characteristic of the invention, a wall of the parking piston closes the upstream orifice when it slides between an intermediate position and its parking position.

[0022] According to another characteristic of the invention, the parking piston delimits in the parking cylinder the working chamber, on the one hand, and a compensation chamber, on the other hand, the upstream orifice opening into the compensation chamber when the parking piston slides between an intermediate position and its parking position, so that the brake fluid pressure in the master cylinder remains substantially lower than the pressure in the at least one caliper chamber when the parking piston occupies its parking position.

[0023] According to another characteristic of the invention, the movements of the parking piston between its service position and its parking position are controlled by an electric motor.

[0024] According to another characteristic of the invention, the electric motor drives the parking piston via an irreversible movement transmission device.

[0025] According to another characteristic of the invention, the parking piston is driven in sliding by means of a worm screw device cooperating with a nut.

[0026] According to another characteristic of the invention, the braking system comprises at least two disc brakes which are each connected to the master cylinder by a separate branch of the hydraulic circuit, the braking system comprising two identical parking brake devices which are each interposed in an associated branch to individually control each disc brake.

[0027] According to another characteristic of the invention, each disc brake comprises a fixed caliper comprising at least two caliper chambers arranged on either side of the disc, the pressure in the two caliper chambers of the same disc brake being jointly controlled by the same common parking brake device. BRIEF DESCRIPTION OF THE FIGURES

[0028] Other characteristics and advantages of the invention will appear during the reading of the detailed description which follows for the understanding of which reference will be made to the appended drawings briefly described below.

[0029] [Fig.l] is a top view which schematically represents a braking system produced according to the teachings of the invention installed in a four-wheeled motor vehicle.

[0030] [Fig.2] is an axial half-sectional view, along the axis of rotation of a wheel, of a fixed-caliper disc brake fitted to a wheel of the vehicle of [Fig.l].

[0031] [Fig. 3] is an axial sectional view, along the sliding axis of the parking piston, which represents a parking brake device which belongs to the braking system of [Fig. 1] and which is associated with the disc brake of [Fig. 2], a parking piston of the parking brake device occupying a service position.

[0032] [Fig.4] is a view similar to that of [Fig.3] in which the parking piston occupies a parking position. DETAILED DESCRIPTION OF THE FIGURES

[0033] In the remainder of the description, elements having an identical structure or similar functions will be designated by the same references.

[0034] In the remainder of the description, the following orientations will be adopted without limitation:

[0035] - axial which is parallel to the axis “A” of the wheel;

[0036] - radials which are orthogonal to the axis “A” of the wheel since said axis “A” from the inside, near the axis “A”, towards the outside.

[0037] In the remainder of the description, the term upstream will be used to designate a part of the hydraulic circuit close to a pressure generating element, such as a master cylinder, while the term downstream will be used to designate a part of the hydraulic circuit close to the caliper chambers.

[0038] [Fig.l] schematically shows a motor vehicle 10 equipped with a braking system 12. The motor vehicle 10 has two front wheels 14 and two rear wheels 16. Each wheel 14, 16 is rotatably mounted around an associated axis “A”.

[0039] The braking system 12 comprises at least one disc brake 18 associated with a wheel 14, 16. The braking system 12 preferably comprises at least two disc brakes 18, each associated with a rear wheel 16. In the example shown, each wheel 14, 16 is equipped with an associated disc brake 18.

[0040] As shown in [Fig.2], each disc brake 10 comprises a disc 20 mounted integral in rotation with the associated wheel 14, 16 around its axis “A”. The disc 20 thus extends orthogonally to the axis “A”. The disc 20 and the wheel 14, 16 are thus coaxial with axis “A”. The disc 20 is delimited axially by two opposite faces. It is delimited radially by a circular peripheral edge 24.

[0041] Each disc brake 10 further comprises at least one caliper 22 which overlaps the peripheral edge 24 of the disc 20. At least one caliper piston 26 is mounted to slide axially in an associated caliper cylinder 28. The caliper piston 26 is mounted to slide between a rest position and a braking position in which it is brought closer to the disc 20 relative to its rest position.

[0042] The caliper piston 26 has an external face 30 facing a face 21 of the disc 20 and an opposite internal face 34 which delimits with the caliper cylinder 28 a hydraulic chamber 36 of the caliper 22, called caliper chamber 36.

[0043] An annular seal 38 is interposed between a cylindrical wall of the caliper piston 26 and a complementary cylindrical wall of the caliper cylinder 28 to ensure the sealing of the caliper chamber 36.

[0044] Each disc brake 18 further comprises two brake pads 40 which are arranged axially opposite each other on either side of the disc 20. The brake pads 40 are mounted to slide axially relative to the disc 20 between an inactive position in which they are spaced from the faces 22 of the disc 20 and an active braking position in which they are clamped against the faces 21 to grip the disc 20.

[0045] One of the brake pads 40 is interposed between the outer face 30 of the caliper piston 26 and the disc 20. This brake pad 40 is mounted to slide axially in the caliper 22. The brake pad 40 is guided by the caliper 22. The brake pad 40 is advantageously made axially integral with the piston 26 by any known means. Alternatively, the brake pad 40 is mounted to slide freely relative to the caliper piston 26 so that the caliper piston 26 only controls the sliding of the brake pad 40 towards its active position, the brake pad 40 being elastically returned by an elastic return member (not shown) towards its inactive position.

[0046] The clamping of the brake pad 40 against the disc 20 is controlled by pressurizing a braking fluid in the caliper chamber 36 which causes the caliper piston 26 to slide into a braking position towards the disc 20. The caliper piston 26 is elastically returned to a rest position by an elastic member, which is here formed by the annular seal 38. A bellows 42 is arranged to prevent particles from entering the caliper cylinder 28.

[0047] In the example shown in [Fig. 2], this is a disc brake 18 with a fixed caliper 22. Since this is a caliper 22 fixed relative to the disc 20, the disc brake 18 comprises at least two caliper pistons 26 arranged on either side of the disc 20 to clamp the two brake pads 40. The structure and operation of the control members of the second caliper piston 26 are identical to what was described previously by symmetry relative to the plane of the disc 20. The second caliper piston 26 is in particular controlled in sliding by the pressure of a braking fluid in a second caliper chamber 36. The disc brake 18 thus comprises two caliper chambers 36 arranged on either side of the disc 20. The two caliper chambers 36 communicate here via a pipe 43 so that the brake fluid simultaneously and permanently has the same pressure in the two caliper chambers 36.

[0048] In a variant of the invention not shown, at least some wheels are equipped with a floating caliper disc brake. In such a disc brake, only one side of the caliper is equipped with a piston which pushes the first brake pad. The caliper is mounted to slide axially and the second brake pad arranged opposite the piston relative to the disc is intended to be clamped against the disc by sliding the caliper after the piston has clamped the first brake pad against the disc.

[0049] The braking system 12 comprises a master cylinder 44 which is connected to each caliper chamber 36 of each disc brake 18 via a hy- draulic 46.

[0050] More particularly, the hydraulic circuit 46 branches into several branches 48, each of which is connected to an associated disc brake 18. Thus, each disc brake 18 is connected to the master cylinder 44 by a separate branch of the hydraulic circuit 46. In the example shown in [Fig.l], two branches 48 are connected to each of the disc brakes 18 associated with the rear wheels 16 and two branches 48 are connected to each of the disc brakes 18 associated with the front wheels 14.

[0051] Each branch 48 is more particularly connected to each caliper chamber 36 of the associated disc brake 18 via an inlet orifice 50 of each caliper chamber 36.

[0052] In the case of a fixed caliper 22, as shown in [Fig. 2], the two caliper chambers 36 are both connected to the branch 48 of the hydraulic circuit 44 of the braking system 12 via a common supply orifice 52 which is here arranged in the caliper 22.

[0053] When operating the braking system 12 in a “service brake” mode, the brake fluid pressure in the caliper chambers 36 is controlled by the driver by means of a brake pedal 54 which controls the master cylinder 44. Generally, a brake booster 56 is interposed between the pedal 54 and the master cylinder 44 to assist the driver.

[0054] In this “service brake” mode, the pressure of the brake fluid in the caliper chambers 36 can also be controlled by an automatic driving assistance device 58, such as an “ESP” device. Such an assistance device 58 comprises a member which makes it possible to act on the pressure of the brake fluid independently of the master cylinder 44. This is generally a pump which is interposed in the hydraulic circuit 46 between the master cylinder 44 and the branches 48. The pump makes it possible in particular to vary the quantity of liquid present in the hydraulic circuit in order to vary the pressure of the brake fluid in the caliper chambers 36.

[0055] The invention proposes to use the braking system 12 in a “parking brake” mode in order to actuate the disc brakes 18 for a prolonged period, in particular when the vehicle is parked with the engine stopped.

[0056] For this purpose, the braking system 12 comprises at least one parking brake device 60. The parking brake device 60 is interposed in the hydraulic circuit 46 between the master cylinder 44 and the at least one caliper chamber 36 of the associated disc brake 18.

[0057] Preferably, when the vehicle is equipped with a driving assistance device 58 acting on the braking system 12 in “service brake” mode, as is the case here, each parking brake device 60 is interposed between the device 58 assistance and at least one 36 caliper chamber.

[0058] The parking brake device 60 is capable of pressurizing the caliper chamber 36 independently of the master cylinder 44 to clamp the brake pad 40 against the disc 20.

[0059] The parking brake device 60 is here interposed in the branch 48 which supplies the associated disc brake 18. Each parking brake device 60 is thus associated only with the disc brake 18 supplied by said branch 48.

[0060] In the non-limiting example shown in [Fig.l], the braking system 12 comprises two identical parking brake devices 60, each of which is associated with a rear wheel 16 disc brake 18 and which are each interposed in an associated branch 48 to individually control each disc brake 18 associated with the rear wheels 16.

[0061] As shown in Figures 3 and 4, each parking brake device 60 comprises a cylinder, hereinafter called the parking cylinder 62, in which a piston, hereinafter called the parking piston 64, is slidably mounted. The parking piston 64 divides the parking cylinder 62 in a sealed manner into two chambers 66, 68 by means of an annular seal 69 arranged around the parking piston 64.

[0062] It delimits in particular a working chamber 66 and a compensation chamber 68. The working chamber 66 has a variable volume depending on the position of the parking piston 64.

[0063] The parking cylinder 62 comprises a first orifice 70 for connection to the master cylinder 44, hereinafter referred to as the upstream orifice 70, and a second orifice 72 for connection to the at least one caliper chamber 36 of the associated disc brake 18, hereinafter referred to as the downstream orifice 72.

[0064] The parking piston 64 is slidably mounted between a service position, illustrated in [Fig. 3], in which the master cylinder 44 communicates directly with each caliper chamber 36 of the associated disc brake 18 via the working chamber 66 as indicated by the arrow "F", and a parking position, illustrated in [Fig. 4], in which the volume of the working chamber 66 is reduced to pressurize each caliper chamber 36 of the associated disc brake 18.

[0065] In the service position of the parking piston 64, the master cylinder 44 is capable of directly controlling the pressure in the caliper chambers 36 of the associated disc brake 18 via the working chamber 66. To do this, in this service position, the upstream orifice 70 and the downstream orifice 72 both open into the working chamber 66.

[0066] The upstream orifice 70 and the downstream orifice 72 are arranged so that, when the parking piston 64 leaves its service position, the parking piston 64 cuts off the communication between the master cylinder 44 and the working chamber 66.

[0067] To do this, in the embodiment shown in Figures 3 and 4, the upstream orifice 70 is here arranged in a cylindrical wall of the parking cylinder 62, in the immediate vicinity of the parking piston 64 in its service position. Thus, when the parking piston 64 has slid from its service position to an intermediate position, corresponding substantially to a stroke of the dimension of the upstream orifice 70, the upstream orifice 70 no longer opens into the working chamber 66, as shown in broken lines in [Fig. 4]. In other words, when the seal 69 of the parking piston 64 exceeds the upstream orifice 70, the upstream orifice 70 no longer communicates with the working chamber 66.

[0068] In the embodiment shown in Figures 3 and 4, when the parking piston 64 slides between its intermediate position and its parking position, the upstream orifice 70 opens into the compensation chamber 68, so that the pressure in the master cylinder 44 remains substantially lower than the pressure in the caliper chamber 36 when the parking piston 64 occupies its parking position. In this case, the brake fluid located in the part of the hydraulic circuit 46 located directly upstream of the parking brake device 60 decreases. This reduction in pressure can be automatically compensated by a reserve of brake fluid contained for example by an expansion tank of the master cylinder 44 whose cap allows ventilation and ensures atmospheric pressure in the circuit 46 when it is not actuated by the service brake.

[0069] In a variant of the invention not shown, when the parking piston 64 slides between its intermediate position and its parking position, a wall of the piston constantly closes the upstream orifice 70. This is, for example, a skirt of the parking piston 64. Thus, the pressure of the brake fluid in the part of the hydraulic circuit 46 located directly upstream of the parking brake device 60 remains constant during the sliding of the parking piston 64.

[0070] According to another aspect of the invention, the movements of the parking piston 64 between its service position and its parking position are controlled by an electric motor 74.

[0071] To enable the parking piston 64 to be passively locked, i.e. without energy expenditure, both in its service position and in its parking position independently of the pressure exerted on the parking piston 64, a shaft 75 of the electric motor 74 drives the parking piston 64 via an irreversible motion transmission device 76. The term “irreversible” means that the motion can only be transmitted from the motor shaft 75 to the parking piston 64 but not in the opposite direction.

[0072] The transmission device 76 comprises, for example, a screw-nut device. This is a transmission device 76 which comprises a worm screw 78 which cooperates with a nut 80. The worm screw 78 is integral in translation with one of the electric motor 74 or the parking piston 64, while the nut 80 is integral in translation with the other of the electric motor 74 or the parking piston 64.

[0073] In the embodiment shown in the figures, the worm screw 78 is integral by sliding with the parking piston 64. The worm screw 78 belongs more particularly to a rod 82 for controlling the parking piston 64. The worm screw 78 extends along an axis “B” parallel to the sliding direction of the parking piston 64.

[0074] The nut 80 is itself integral in translation with the electric motor 74. The nut 80 is rotatably mounted around the axis “B” so as to be screwed onto the worm screw 78. The nut 80 is here driven in rotation in both directions by the motor shaft 75 via a gear mechanism comprising, for example, a driving pinion 84 mounted integral in rotation with the motor shaft 75 which meshes with a toothed wheel 86, a hub of which is formed by the nut 80.

[0075] In a variant of the invention not shown, the irreversible transmission device is formed by a worm screw device cooperating with a rack. In this case, the rack is slidably secured to the parking piston while the worm screw is rotated by the electric motor.

[0076] According to another variant of the invention, not shown, the irreversible transmission device is formed by a cam and roller device. In this case, the roller is integral in sliding with the parking piston, while the cam is driven in movement by the electric motor. To be able to control the sliding of the piston in both directions, the parking piston is either elastically returned to one of its two positions among the service position or the parking position, or the cam has a groove which makes it possible to control the movements of the roller in both directions.

[0077] When using the braking system 12 in “service brake” mode, the parking piston 64 occupies its service position shown in [Fig. 3]. In this position, the master cylinder 44 and the assistance device 58 are capable of directly controlling the disc brakes 18 by varying the brake fluid pressure in the caliper chambers 36 via the working chamber 66.

[0078] When the “parking brake” mode is activated, the parking piston 64 is slidably controlled by the electric motor 74.

[0079] When the parking piston 64 reaches its intermediate position, it interrupts the communication between the upstream part of the hydraulic circuit 46, comprising the master cylinder 44 and the assistance device 58, and the downstream part of the hydraulic circuit 46, comprising the associated caliper chamber(s) 36.

[0080] Over the remainder of its travel from its intermediate position to its position of parking, the working chamber 66 communicates only with the caliper chamber(s) 36 of the associated disc brake 18. In the intermediate position, the working chamber 66, the caliper chamber(s) 36 and the associated pipes have an enclosed space containing a determined quantity of brake fluid. The sliding of the parking piston 64 reduces the volume of the working chamber 66 and therefore the volume of said enclosed space while the quantity of brake fluid remains unchanged. It follows that the pressure of the brake fluid increases in said enclosed space and, consequently, in the caliper chamber(s) 36.

[0081] On the contrary, in the part of the hydraulic circuit 46 located upstream, during the stroke of the parking piston 64 between its intermediate position and its parking position, the brake fluid pressure does not increase. This makes it possible to avoid pressurizing the entire hydraulic circuit 46 when using the braking system 12 in “parking brake” mode. This makes it possible in particular, among other advantages, to save energy, to avoid damaging certain components of the braking system 12 and to reduce the risks of malfunction.

[0082] This parking brake device 60 is particularly advantageous in association with disc brakes 18 with fixed caliper 22, as is the case here. Indeed, by directly controlling the pressure of the brake fluid, the sliding of the parking piston 64 of the parking brake device 60 makes it possible to jointly control the pressure in the two caliper chambers 36. Thus, the two caliper pistons 26 of the same disc brake 18 are controlled simultaneously by the same common parking brake device 60.

[0083] However, this parking brake device 60 is also applicable to floating caliper disc brakes, as explained previously.

[0084] Although it is preferable for each parking brake device 60 to be arranged close to the disc brake 18 that it controls, in particular to reduce energy losses, the invention still makes it possible to physically distance the parking brake device 60 from the disc brake 18 that it controls. This makes it possible in particular to provide a certain freedom of design despite the bulk of the numerous components that must be arranged close to the wheels 14, 16 of the vehicle.

Claims

Claims

1. Braking system (12) for a motor vehicle comprising: - at least one disc brake (18) comprising a caliper (22) in which at least one brake pad (40) is capable of being clamped against a disc (20) by pressurizing a brake fluid in at least one hydraulic chamber (36) of the caliper (22), called "caliper chamber (36)"; - a master cylinder (44) which is connected to each caliper chamber (36) via a hydraulic circuit (46); - a parking brake device (60) which is interposed in the hydraulic circuit (46) between the master cylinder (44) and the at least one caliper chamber (36) of the associated disc brake (18) and which is capable of pressurizing the caliper chamber (36) independently of the master cylinder (44) to clamp the brake pad (40) against the disc (20);characterized in that the parking brake device (60) comprises a parking cylinder (62) comprising a variable volume working chamber (66) delimited by a sliding parking piston (64), the parking piston (64) sliding between a service position in which the master cylinder (44) communicates with the at least one caliper chamber (36) via the working chamber (66) to control the disc brake (18), and a parking position in which the volume of the working chamber (66) is reduced to pressurize the at least one caliper chamber (36).;

2. Braking system (12) according to the preceding claim, characterized in that when the parking piston (64) reaches an intermediate position between its service position and its parking position, it interrupts the communication between the master cylinder (44) and the working chamber (66).

3. System (12) according to the preceding claim, characterized in that the parking cylinder (62) comprises a first orifice, called the upstream orifice (70), for connection to the master cylinder (44) and a second orifice, called the downstream orifice (72), for connection to the at least one caliper chamber (36), the upstream orifice (70) being located close to the parking piston (64) in its service position.

4. System (12) according to the preceding claim, characterized in that a wall of the parking piston (64) closes the upstream orifice (70) during its sliding between an intermediate position and its parking position.

5. System (12) according to claim 3, characterized in that the parking piston (64) delimits in the parking cylinder (62) the working chamber (66), on the one hand, and a compensation chamber (68), on the other hand, the upstream orifice (70) opening into the compensation chamber (68) when the parking piston (64) slides between an intermediate position and its parking position, so that the brake fluid pressure in the master cylinder (44) remains substantially lower than the pressure in the at least one caliper chamber (36) when the parking piston (64) occupies its parking position.

6. System (12) according to any one of the preceding claims, characterized in that the movements of the parking piston (64) between its service position and its parking position are controlled by an electric motor (74).

7. System (12) according to the preceding claim, characterized in that the electric motor (74) drives the parking piston (64) via an irreversible movement transmission device (76).

8. System (12) according to the preceding claim, characterized in that the parking piston (64) is driven in sliding by means of a worm screw device (78) cooperating with a nut (80).

9. System (12) according to any one of the preceding claims, characterized in that it comprises at least two disc brakes (18) which are each connected to the master cylinder (44) by a branch (48) separate from the hydraulic circuit (46), the braking system (12) comprising two identical parking brake devices (60) which are each interposed in an associated branch (48) to individually control each disc brake (18).

10. System (12) according to any one of the preceding claims, characterized in that each disc brake (18) comprises a fixed caliper (22) comprising at least two caliper chambers (36) arranged on either side of the disc (20), the pressure in the two caliper chambers (36) of the same disc brake (18) being jointly controlled by the same common parking brake device (60).

Images