Method for operating a single-track motor vehicle and evaluation device

Abstract

The invention relates to a method for operating a single-track motor vehicle (100). The method comprises a read-in step, a detection step and a determination step. In the read-in step, a first tire signal (160) output by a first sensor device (115) arranged on a first tire (105) is read in, wherein the first tire signal (160) represents a position of a first tire (105) of the motor vehicle (100). In the read-in step, a second tire signal (165) output by a second sensor device (135) arranged on a second tire (110) is also read in, wherein the second tire signal (165) represents a position of a second tire (110) of the motor vehicle (100). In the detection step, a difference signal (168) is detected, which represents a difference of a position between the first tire (105) and the second tire (110), using the tire signals (160, 165). In the determination step, the first tire (105) is determined as a front tire or as a rear tire using the difference signal (168).

Description

[0001] R. 413391

[0002] - 1 -

[0003] Description

[0004] title

[0005] Method for operating a single-track motor vehicle and evaluation device

[0006] State of the art

[0007] The invention relates to a method for operating a single-track motor vehicle and an evaluation device according to the preamble of the independent claims. The present invention also relates to a computer program.

[0008] A tire pressure monitoring system, or TPMS for short, can measure the air pressure in tires using sensors.

[0009] Disclosure of the invention

[0010] Against this background, the approach presented here introduces a method for operating a single-track motor vehicle and an evaluation device that uses this method, as well as a corresponding computer program according to the main claims. Advantageous further developments and improvements of the device specified in the independent claim are possible through the measures listed in the dependent claims.

[0011] The advantages achievable with the approach presented here consist in particular of creating a method that can reliably and safely operate a single-track motor vehicle. R. 413391

[0012] - 2 -

[0013] A method for operating a single-track motor vehicle is presented. The method comprises a reading step, a detection step, and a determination step. In the reading step, a first tire signal output by a first sensor device located on a first tire is read, the first tire signal representing the position of the first tire of the motor vehicle. In the reading step, a second tire signal output by a second sensor device located on a second tire is additionally read, the second tire signal representing the position of a second tire of the motor vehicle. In the detection step, a difference signal representing the position difference between the first tire and the second tire is determined using the tire signals.In the determination step, the first tire is determined as either the front tire or the rear tire, using the difference signal.

[0014] The single-track motor vehicle could be, for example, a motorcycle. The first sensor device and the second sensor device could, for example, be part of a sensor assembly, which could be part of a tire pressure monitoring system (TPMS). The first sensor device could include a first pressure sensor and / or a first temperature sensor or a first 2D sensor, while the second sensor device could, by way of example, include a second pressure sensor and / or a second temperature sensor or a second 2D sensor. The first sensor device could, for example, be located on or in the first tire, and the second sensor device could be located on or in the second tire. The approach presented here can also be understood as the autolocation and pairing of motorcycle TPMS sensors during production and at the dealership.

[0015] In this context, a position can also be understood as a temporal progression of a section of the tire, so that, for example, a specific number of revolutions or fractions thereof can also be understood as a corresponding position. R. 413391

[0016] - 3 -

[0017] The approach presented here is based on the understanding that, especially with single-track motor vehicles such as motorcycles, tires of different sizes are often mounted on the different wheels. Therefore, a comparison between the corresponding positions of the first and second tires, where, for example, sensor units are attached, provides an indication of which sensor unit is mounted on a front or rear tire. This allows, for example, a tire change during a workshop visit to reattach the corresponding sensor units and subsequently calibrate or assign each sensor unit to a front or rear wheel, so that the data from this sensor unit can then be reliably used in the vehicle's relevant driver assistance systems.In this way, it is not necessary to return the vehicle to a manufacturer for calibration, thus significantly simplifying the use of the corresponding sensor units on the respective tires or wheels and making it possible to retrofit them if necessary.

[0018] During the identification step, the second tire can be determined as either the front or rear tire using the difference signal. This allows for a clear distinction as to which tire the second sensor unit is assigned to.

[0019] In the identification step, the first tire can be determined as the front tire if the difference signal represents a smaller rotation angle of the first tire than the second tire. This implementation offers the advantage of being able to identify the front tire through very simple calculations. It is often assumed that the front tire has a larger diameter than the rear tire.

[0020] In the determination step, the first tire can be identified as the rear tire if the difference signal represents a larger rotation angle of the first tire than the second tire. Such an embodiment offers the advantage of being able to recognize, through very simple calculation steps, which R. 413391

[0021] - 4 -

[0022] The tire is the rear tire. It is often assumed that the front tire has a larger diameter than the rear tire.

[0023] The reading step, and additionally or alternatively the determination step, can be performed while the vehicle is in motion, particularly while cornering. In this way, the tire signals and / or the differential signal can be reliably determined.

[0024] In the input step, the first tire signal can also represent a pressure parameter in the first tire. Additionally or alternatively, in the input step, the second tire signal can also represent a pressure parameter in the second tire, in particular where at least one of the pressure parameters is output via a pressure sensor, and where, in the determination step, the pressure parameter is compared with a reference pressure parameter to determine the tire pressure of the first tire and / or the second tire. In this way, deviations in tire pressure in the first tire and / or the second tire can be reliably detected, which can increase driving safety and user satisfaction.

[0025] In the "Read" step, a position parameter representing the position of the first tire and / or a position parameter representing the position of the second tire can be read. At least one of the position parameters can be read, particularly from a 2D sensor. In the "Determine" step, at least one of the position parameters can be compared with a position parameter provided by a vehicle safety system. This allows for the reliable detection of positional deviations between the first and / or second tires, which can improve driving safety and user satisfaction.

[0026] During the reading step, a wirelessly transmitted first tire signal and / or a wirelessly transmitted second tire signal can be read, particularly using a Bluetooth transmission link. Such an embodiment offers the advantage of relying on already established and mature data transmission methods, thus ensuring reliable R. 413391

[0027] - 5 -

[0028] Communication is opened between the corresponding sensor unit and an evaluation unit.

[0029] In the input step, a temperature parameter can be read, representing the temperature of the air in the first tire. Additionally or alternatively, a temperature parameter can also be read in the input step, representing the temperature of the air in the second tire. Specifically, at least one of the temperature parameters can be read from at least one temperature sensor. In the determination step, at least one of the temperature parameters can be compared to a threshold value to output a temperature warning signal. In this way, deviations in the temperature of the air in the first tire and / or the second tire can be reliably detected. The temperature warning signal can, for example, be output via a driver assistance system and warn the vehicle user, which can increase driving safety and user satisfaction.

[0030] In the determination step, the difference signal can be used as an input signal for a driving safety system. This can increase driving safety.

[0031] The process can include an output step. In the output step, the first tire signal, the second tire signal, and information about whether the first tire is the front or rear tire can be output to a vehicle safety system.

[0032] This process can be implemented, for example, in software or hardware, or in a hybrid form of software and hardware, for example in a control unit.

[0033] The approach presented here also creates an evaluation device for a motor vehicle, which is designed to carry out, control, or implement the steps of a variant of a procedure presented here in corresponding facilities. This embodiment of R. 413391 also applies.

[0034] - 6 -

[0035] With an invention in the form of an evaluation device, the problem underlying the invention can be solved quickly and efficiently.

[0036] For this purpose, the evaluation device can have at least one processing unit for processing signals or data, at least one storage unit for storing signals or data, at least one interface to a sensor or actuator for reading sensor signals from the sensor or for outputting data or control signals to the actuator, and / or at least one communication interface for reading or outputting data embedded in a communication protocol. The processing unit can be, for example, a signal processor, a microcontroller, or the like, and the storage unit can be flash memory or a magnetic storage device.The communication interface can be configured to read or output data wirelessly and / or via wired connections, whereby a communication interface that can read or output wired data can, for example, read this data electrically or optically from or output it into a corresponding data transmission line.

[0037] In this context, an evaluation device can be understood as an electrical device that processes sensor signals and outputs control and / or data signals accordingly. The evaluation device can have an interface, which may be implemented in hardware and / or software. In the case of a hardware implementation, the interfaces can, for example, be part of a so-called system ASIC, which incorporates various functions of the evaluation device. However, it is also possible that the interfaces are separate integrated circuits or consist at least partially of discrete components. In the case of a software implementation, the interfaces can be software modules that are present, for example, on a microcontroller alongside other software modules.

[0038] Also advantageous is a computer program product or computer program with program code that can be stored on a machine-readable carrier or storage medium such as semiconductor memory, hard disk memory, or optical memory and is used for execution, implementation, and / or R. 413391

[0039] - 7 -

[0040] Control of the steps of the method according to one of the embodiments described above is used, in particular when the program product or program is executed on a computer or evaluation device.

[0041] Examples of the approach presented here are shown in the drawings and explained in more detail in the following description. It shows:

[0042] Fig. 1 is a schematic representation of a motor vehicle to illustrate an embodiment of a method for operating a motor vehicle;

[0043] Fig. 2 is a schematic representation of a motor vehicle to illustrate an embodiment of a method for operating a motor vehicle;

[0044] Fig. 3 shows a flowchart of an embodiment of a method for operating a motor vehicle; and

[0045] Fig. 4 shows a block diagram of an exemplary embodiment of an evaluation device for a motor vehicle.

[0046] In the following description of favorable embodiments of the present invention, the same or similar reference numerals are used for the elements shown in the various figures and acting similarly, without repeating these elements.

[0047] Fig. 1 shows a schematic representation of a motor vehicle 100 to illustrate an embodiment of a method for operating a motor vehicle 100.

[0048] The motor vehicle 100 is a single-track motor vehicle 100, for example a motorcycle, and has a first tire 105 and a second tire 110. R. 413391

[0049] - 8 -

[0050] A first sensor device 115 is arranged on the first tire 105, which, by way of example, includes a first pressure sensor 120 and / or a first temperature sensor 125 or a first 2D sensor 130.

[0051] A second sensor device 135 is arranged on the second tire 110, which, by way of example, includes a second pressure sensor 140 and / or a second temperature sensor 145 or a second 2D sensor 150.

[0052] The sensor devices 115, 135 are, for example, mounted on the valve of the tires 105, 110 and are shown on the outer sides of the tires 105, 110 only as an example for better visibility. The sensor devices 115, 135 are, for example, connected to an evaluation device 155 for signal transmission. The evaluation device 155 is arranged on the motor vehicle 100 only as an example.

[0053] The first sensor device 115 is configured to output a first tire signal 160, wherein the first tire signal 160 represents a position of the first tire 105. The second sensor device 135 is configured to output a second tire signal 165, wherein the second tire signal 165 represents a position of the second tire 110.

[0054] The tire signals 160 and 165 are subsequently read by the evaluation device 155, for example wirelessly via Bluetooth. This is merely an example of what happens during a journey of the motor vehicle 100, for example during a curve.

[0055] Using the tire signals 160, 165, a difference signal 168 is determined, which represents a difference of position between the first tire 105 and the second tire 110.

[0056] The following is an example of how, using the differential signal 168, the first tire 105 is determined to be either a front or rear tire, and, using the differential signal 170, the second tire 110 is determined to be either a front or rear tire. R. 413391

[0057] - 9 -

[0058] According to one embodiment, the first tire 105 is determined as the front tire if the difference signal 168 represents a small rotation angle 170 of the first tire 105 than of the second tire 110. By way of example only, the first tire 105 is determined as the rear tire if the difference signal 168 represents a larger rotation angle 175 of the first tire 105 than of the second tire 110.

[0059] According to the embodiment shown here, the first tire 105 has the small angle of rotation 170 and is intended as a front tire, while the second tire 110 has the large angle of rotation 175 and is intended as a rear tire.

[0060] According to one embodiment, the differential signal 168 is used for a driving safety system 180. According to another embodiment, the tire signals 160, 165 and information about the first tire 105 as front or rear tire are output to the driving safety system 180.

[0061] The first tire signal 160 is output, for example, via the first pressure sensor 120 of the first sensor device 115, where the first tire signal 160 then represents a pressure parameter in the first tire 105. The pressure parameter is subsequently compared, for example, with a reference pressure parameter to determine the tire pressure of the first tire 105.

[0062] The second tire signal 165 is output, for example, via the second pressure sensor 140 of the second sensor device 135, whereby the second tire signal 165 then represents a pressure parameter in the second first tire 110. The pressure parameter is subsequently compared, for example, with a reference pressure parameter to determine a tire pressure of the second tire 110.

[0063] Additionally or alternatively, the first tire signal 160 is output, for example, via the first 2D sensor 130 of the first sensor device 115, whereby the first tire signal 160 then represents a position parameter of the first tire R. 413391

[0064] - 10 -

[0065] The position parameter 105 represents the position of the first tire 105. Subsequently, the position parameter is compared, for example, with a position parameter provided by the driving safety system 180.

[0066] The second tire signal 165 is output, for example, via the second 2D sensor 150 of the second sensor device 135, where the second tire signal 165 then represents a position parameter of the second tire 110. The position parameter represents the position of the second tire 110. Subsequently, the position parameter is then compared, for example, with a position parameter provided by the driving safety system 180.

[0067] According to one embodiment, the first tire signal 160 is output, for example, via the first temperature sensor 125 of the first sensor device 115, wherein the first tire signal 160 then represents a temperature parameter of the first tire 105. The temperature parameter represents the temperature of the air in the first tire 105. Subsequently, the temperature parameter is then compared, for example, with a threshold value to output a temperature warning signal.

[0068] Additionally or alternatively, the second tire signal 165 is output, for example, via the second temperature sensor 145 of the second sensor device 135, whereby the second tire signal 165 then represents a temperature parameter of the second tire 110. The temperature parameter represents the temperature of the air in the second tire 110. Subsequently, the temperature parameter is then compared, for example, with a threshold value to output a temperature warning signal.

[0069] In summary, TPMS sensors, such as sensors 120, 125, 130, 140, 145, and 150 of sensor units 115 and 135, measure the tire pressure 105 and 110 and transmit this data wirelessly (for example, at 433 MHz) and via Bluetooth to a receiver, such as the evaluation unit 155 on the vehicle 100. These sensors 120, 125, 130, 140, 145, and 150 are described in R. 413391.

[0070] - 11 -

[0071] Tires 105 and 110 are mounted at the valve and are identical from front to rear. The wireless sensors are programmed using a tester or other devices, specifying the sensor's location (front or rear). To avoid the need for additional equipment and cumbersome programming processes in production, the TPMS sensors offer additional measurement parameters. Besides the pressure sensor (120 and 140), these sensors also include the temperature sensor (125 and 145) and the 2D sensor (130 and 150), which can also be referred to as a 2D IMU sensor. The 2D sensor (130 and 150) measures rotational movements and is even capable of determining the tire's position.

[0072] The following is merely an example of an autolocation process at a dealership:

[0073] The sensor units 105 and 110, with the aforementioned TPMS sensors, have an approximate lifespan of eight to ten years. After this time, they must be replaced at a motorcycle or tire dealer. These workshops are unable to independently rotate the tires 105 and 110, which can also be referred to as wheels, during the pairing process. Therefore, an autolocation and pairing process while driving the vehicle 100, which can also be referred to as a motorcycle, is highly recommended when it leaves the workshop. The front and rear wheels of the vehicle 100 usually have different tire sizes. For example, the front tire might be 17 to 21 inches in size, and the rear tire 17 to 18 inches in size. The tires 105 and 110 always have different profiles, which results in different rolling circumferences when cornering.Therefore, if the same degree size is mounted front and rear, for example, both with a size of 17", different rolling circumferences still result, leading to minimal position differences between the front and rear tires. These differences accumulate after a few turns. This difference in tire position after just a few turns makes it easy to identify which TPMS sensor is transmitting the tire pressure of the front wheel and which is transmitting that of the rear wheel. R. 413391.

[0074] - 12 -

[0075] In other words, the evaluation unit 155, which can also be referred to as TPMS software, detects the tire position for the front and rear tires. After a few turns, a position difference develops between the front and rear tires. The coupling occurs automatically.

[0076] Fig. 2 shows a schematic representation of a motor vehicle 100 to illustrate an embodiment of a method for operating a motor vehicle 100. The motor vehicle 100 is similar to or corresponds to the motor vehicle from Fig. 1, except that the tires 105, 110 are of identical size.

[0077] The direction of rotation of tires 105, 110 is shown by means of arrows 200 only as an example.

[0078] The following is merely an example of an autolocation process in production:

[0079] At the end of the production line, each vehicle undergoes a short test run on the rollers, during which all functions are checked. The front and rear wheels are rotated independently. Simply put, when the front wheel roller rotates, the first sensor unit (115) at the front sends a signal indicating the rotation and is identified and linked as the front tire pressure sensor. When the rear wheel roller rotates, the second sensor unit (135) at the rear sends a signal indicating the rotation and is identified and linked as the rear tire pressure sensor. These rotational movements are then validated, for example, by the wheel speed sensor of the anti-lock braking system (ABS).

[0080] In other words, a WSS signal is detected separately for the front and rear tires, thus identifying the first sensor unit 115 for the front tire and the second sensor unit 135 for the rear tire. R. 413391

[0081] - 13 -

[0082] Fig. 3 shows a flowchart of an embodiment of a method 300 for operating a motor vehicle. The motor vehicle is, for example, the one described in the preceding figures.

[0083] The procedure 300 includes a step 305 of reading, a step 310 of determining, a step 315 of determining and optionally a step 320 of outputting.

[0084] In step 305 of the reading process, the first tire signal, representing the position of the first tire of the vehicle, is read. This first tire signal is output by the first sensor device located on the first tire. Additionally, in step 305 of the reading process, the second tire signal, representing the position of the second tire of the vehicle, is read. This second tire signal is output by the second sensor device located on the second tire. According to one embodiment, step 305 of the reading process is performed wirelessly, for example, via Bluetooth.

[0085] In step 310 of the determination process, the difference signal is determined using the first tire signal and the second tire signal. The difference signal represents a difference in position between the first tire and the second tire.

[0086] In step 315 of the determination process, the first tire is identified as either the front or rear tire using the difference signal. The first tire is identified as the front tire only if the difference signal represents a smaller rotation angle for the first tire than for the second tire. Conversely, the first tire is identified as the rear tire only if the difference signal represents a larger rotation angle for the first tire than for the second tire.

[0087] According to one embodiment, in step 315 of the determination process, the second tire is determined as either a front or rear tire using the differential signal. R. 413391

[0088] - 14 -

[0089] Step 305 of reading and / or step 310 of determining is performed, for example, while the motor vehicle is in motion, for example, while cornering.

[0090] According to one embodiment, in step 305 of the reading process, the first tire signal represents a pressure parameter in the first tire, which is output via the pressure sensor. In step 315 of the determination process, the pressure parameter is compared with a reference pressure parameter to determine the tire pressure of the first tire. Additionally or alternatively, for example, in step 305 of the reading process, the second tire signal represents a pressure parameter in the first tire, which is output via the pressure sensor. In step 315 of the determination process, the pressure parameter is compared with a reference pressure parameter to determine the tire pressure of the second tire.

[0091] According to another embodiment, in step 305 of the reading process, the first tire signal represents a position parameter that represents the position of the first tire. This position parameter is output, for example, via the 2D sensor. In step 315 of the determination process, the position parameter is compared with a position parameter provided by a vehicle safety system. Additionally or alternatively, in step 305 of the reading process, the second tire signal represents a position parameter that represents the position of the second tire. This position parameter is also output, for example, via the 2D sensor. In step 315 of the determination process, this position parameter is compared with a position parameter provided by a vehicle safety system.

[0092] According to another embodiment, in step 305 of the reading process, the first tire signal represents a temperature parameter that corresponds to the temperature of the air in the first tire. This temperature parameter is output, for example, via the temperature sensor. In step 315 of the determination process, the temperature parameter is compared to a threshold value to output a temperature warning signal. Additionally or alternatively, in step 305 of the reading process, the second tire signal represents a temperature parameter that corresponds to the temperature of the air in the tire. R. 413391

[0093] - 15 - represents the second tire. The temperature parameter is output, for example, via the temperature sensor. In step 315 of the determination process, the temperature parameter is compared with a threshold value to output a temperature warning signal.

[0094] In step 320 of the output process, the first tire signal, the second tire signal, and information about the first tire as a front or rear tire are output to a driving safety system.

[0095] Fig. 4 shows a block diagram of an exemplary embodiment of an evaluation device 155 for a motor vehicle. The evaluation device is similar to or corresponds to the evaluation device from Fig. 1 and is designed, for example, to control and / or execute the method from Fig. 3.

[0096] For this purpose, the evaluation device 155 has a unit 405 for reading in, a unit 410 for determining, a unit 415 for determining and optionally a unit 420 for outputting.

[0097] Unit 405 for reading is designed to read the tire signals 160 and 165. Unit 410 for determining is designed to determine, using tire signals 160 and 165, the difference signal 168, which represents a difference in position between the first tire and the second tire.

[0098] The unit 415 for determining is designed to determine the first tire as either the front tire or the rear tire using the difference signal 168.

[0099] According to one embodiment, the unit 410 is designed to output the tire signals 160, 165 and information about the first tire as front tire or rear tire to a driving safety system.

[0100] If an embodiment includes an “and / or” connection between a first feature and a second feature, this is to be read as follows: R. 413391

[0101] - 16 -

[0102] An embodiment according to one embodiment has both the first feature and the second feature, and according to another embodiment has either only the first feature or only the second feature.

Claims

R. 413391 - 17 - Claims 1. Method (300) for operating a single-track motor vehicle (100), wherein the method (300) comprises the following steps: Reading (305) a first tire signal (160) output by a first sensor device (115) arranged on a first tire (105), representing a position of the first tire (105) of the motor vehicle (100), and reading (305) a second tire signal (165) output by a second sensor device (135) arranged on a second tire (110), representing a position of the second tire (110) of the motor vehicle (100); Determine (310) a difference signal (168) representing a difference in position between the first tire (105) and the second tire (110) using the tire signals (160, 165); and Determine (315) the first tire (105) as the front tire or as the rear tire, using the difference signal (168).

2. Method (300) according to claim 1, wherein in step (315) of determining the second tire (110) is determined as a front tire or as a rear tire using the differential signal (168).

3. Method (300) according to one of the preceding claims, wherein in step (315) of determining the first tire (105) is determined as the front tire if the difference signal (168) represents a smaller rotation angle of the first tire (105) than the second tire (110). R. 413391 - 18 - 4. Method (300) according to one of the preceding claims, wherein in step (315) of determining the first tire (105) is determined as the rear tire if the difference signal (168) represents a larger rotation angle of the first tire (105) than the second tire (110).

5. Method (300) according to one of the preceding claims, wherein the reading step (305) and / or determining step (310) is performed during a journey of the motor vehicle (100), in particular during a curve.

6. Method (300) according to one of the preceding claims, wherein in step (305) of reading the first tire signal (160) further represents a pressure parameter in the first tire (105) and / or wherein in step (305) of reading the second tire signal (165) further represents a pressure parameter in the second tire (110), wherein at least one of the pressure parameters is output via a pressure sensor (120, 140), wherein in step (315) of determining the pressure parameters a comparison is made with a reference pressure parameter in order to determine a tire pressure of the first tire (105) and / or the second tire (110).

7. Method (300) according to one of the preceding claims, wherein in step (305) of reading a position parameter is read which represents a position of the first tire (105) and / or wherein in step (305) of reading a position parameter is read which represents a position of the second tire (110), in particular wherein at least one of the position parameters is output by a 2D sensor (130, 150), wherein in step (315) of determining the position parameters a position parameter is compared with a position parameter provided from a driving safety system (180).

8. Method (300) according to one of the preceding claims, wherein in step (305) of reading a wirelessly transmitted first tire signal (160) and / or a wirelessly transmitted second R. 413391 - 19 - Tire signal (165) is read, especially using a Bluetooth transmission link.

9. Method (300) according to one of the preceding claims, wherein in step (305) of reading a temperature parameter is further read which represents a temperature of air in the first tire (105) and / or, wherein in step (305) of reading a temperature parameter is further read which represents a temperature of air in the second tire (110), in particular wherein the temperature parameter or temperature parameters are read from at least one temperature sensor (125, 145), wherein in step (315) of determining the temperature parameter a comparison is made with a threshold value in order to output a temperature warning signal.

10. Method (300) according to one of the preceding claims, wherein in step (315) of determining the differential signal (168) is used as an input signal for a driving safety system (180).

11. Method (300) according to one of the preceding claims, comprising a step (320) of outputting the first tire signal (160) and the second tire signal (165) and information about the first tire (105) as front tire or rear tire to a driving safety system (180).

12. Evaluation device (155) for a motor vehicle (100), wherein the evaluation device (155) is configured to perform and / or control the steps (305, 310, 315, 320) of the method (300) according to any one of the preceding claims 1 to 11 in corresponding units (405, 410, 415, 420).

13. Computer program configured to execute and / or control the steps of the method (300) according to any one of claims 1 to 11. R. 413391 - 20 - 14. Machine-readable storage medium on which the computer program according to claim 13 is stored.

Images