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CN221162079U - Suspension device, suspension system and vehicle - Google Patents

Suspension device, suspension system and vehicle Download PDF

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Publication number
CN221162079U
CN221162079U CN202322676821.4U CN202322676821U CN221162079U CN 221162079 U CN221162079 U CN 221162079U CN 202322676821 U CN202322676821 U CN 202322676821U CN 221162079 U CN221162079 U CN 221162079U
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China
Prior art keywords
suspension
sensor
vehicle
suspension device
wheel
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CN202322676821.4U
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Chinese (zh)
Inventor
张金林
邓昌勇
徐义滔
张宏洲
廖银生
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BYD Co Ltd
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BYD Co Ltd
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Priority to CN202322676821.4U priority Critical patent/CN221162079U/en
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Abstract

The utility model provides a suspension device, a suspension system and a vehicle, wherein the suspension device is used for being connected to a frame of the vehicle. The suspension device includes a wheel and a shock absorber. One end of the shock absorber is connected to the frame, the other end of the shock absorber is connected to a wheel of the vehicle to form a force transmission path, and a mounting surface for mounting the vertical acceleration sensor is formed on the force transmission path of the shock absorber and the wheel. The suspension device of the present utility model can obtain more reliable detection data by detecting the vertical runout acceleration of the wheel by the vertical acceleration sensor. And further, the vehicle can conveniently and better correspondingly adjust the shock absorber and the running state of the vehicle according to the detection data.

Description

Suspension device, suspension system and vehicle
Technical Field
The present utility model relates generally to the technical field of suspension devices, and more particularly to a suspension device, a suspension system, and a vehicle.
Background
Most of the suspension forms of automobiles on the market are passive, and comfort and operation stability are difficult to achieve. In order to meet the full consideration of the suspension operability and the comfort, part of middle-high end vehicles adopt electromagnetic adjustable shock absorbers or single-valve motor driven adjustable shock absorbers, but the electromagnetic adjustable shock absorbers or the single-valve motor driven adjustable shock absorbers are controlled by relying on input signals, and all the input signals are acquired from the sensors for the wheel postures. How to timely acquire accurate attitude information of a vehicle is particularly important for active or semi-active suspension vehicles.
In the related art, a sensor which is easy to collect vehicle attitude data is arranged on a frame, and delay and errors exist in the collected empty attitude data, so that the control of the vehicle on damping dynamic of a shock absorber is influenced, and user experience is influenced.
Accordingly, there is a need to provide a suspension device, a suspension system and a vehicle to at least partially solve the above-mentioned problems.
Disclosure of utility model
In the summary, a series of concepts in a simplified form are introduced, which will be further described in detail in the detailed description. The summary of the utility model is not intended to define the key features and essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.
To at least partially solve the above-described problems, a first aspect of the present utility model provides a suspension device for connection to a frame of a vehicle, the suspension device comprising:
A wheel; and
A shock absorber having one end for connection to the frame and the other end connected to the wheel to form a force transfer path,
Wherein, a mounting surface is formed on the force transmission path, and the mounting surface is used for mounting a vertical acceleration sensor.
Optionally, the suspension device further includes a first mounting bracket provided to the mounting surface, the first mounting bracket being configured as a member formed with a housing chamber in which the vertical acceleration sensor is to be mounted.
Optionally, the suspension device further includes a vertical acceleration sensor detachably mounted to the first mounting bracket.
Optionally, a knuckle is connected between the other end of the shock absorber and the wheel, and the mounting surface is formed on the knuckle.
Optionally, the steering knuckle is formed with the mounting surface near a side surface of the shock absorber.
Optionally, the mounting surface is configured as a horizontal plane.
Optionally, the suspension device further comprises a control device electrically connected to the shock absorber and the vertical acceleration sensor.
Optionally, the suspension device is a macpherson suspension.
A second aspect of the present utility model provides a suspension system including a front suspension and a rear suspension;
at least one of the front suspension and the rear suspension is configured as the suspension device according to the first aspect of the utility model.
Optionally, the front suspension is a suspension device according to the first aspect of the present utility model, and the rear suspension is provided with a height sensor.
Optionally, the front suspension is a macpherson suspension; and/or
The rear suspension is configured as a multi-link suspension.
Optionally, the height sensor comprises a sensor body, a sensor swing arm and a sensor connecting rod, wherein the sensor body is suitable for being arranged on the auxiliary frame, the sensor swing arm is hinged on the sensor body, one end of the sensor connecting rod is hinged with the sensor swing arm, and the other end of the sensor connecting rod is suitable for being connected with a wheel.
A third aspect of the utility model provides a vehicle comprising a suspension system according to the second aspect of the utility model.
According to the suspension device, the suspension system and the vehicle of the utility model, the mounting surface is formed on the force transmission path of the shock absorber of the suspension device and the wheel, and the vertical acceleration sensor is arranged on the mounting surface, so that the acceleration of the wheel can be detected better and more reliably through the vertical acceleration sensor, and more reliable detection data can be obtained. Further, the running state of the damper or the vehicle can be correspondingly adjusted according to the detection data of the vertical acceleration sensor.
Drawings
The following drawings of embodiments of the present utility model are included as part of the utility model. Embodiments of the present utility model and their description are shown in the drawings to explain the principles of the utility model. In the drawings of which there are shown,
Fig. 1 is a schematic perspective view of a vehicle according to a preferred embodiment of the present utility model, in which only a partial structure including a front suspension and a brake disc is shown;
FIG. 2 is an enlarged schematic view of the structure shown at A in FIG. 1;
Fig. 3 is another perspective view schematically showing a structure of a vehicle according to a preferred embodiment of the present utility model, in which only a part of the structure including a rear suspension is shown; and
Fig. 4 is an enlarged schematic view of the structure at B in fig. 3.
Reference numerals illustrate:
100: vehicle 101: vibration damper
102: Coil spring 103: auxiliary frame
104: Brake disc 110: steering knuckle
111: Mounting face 112: first mounting bracket
112A: the accommodation chamber 113: vertical acceleration sensor
120: Height sensor 121: sensor body
122: Sensor link 123: sensor connecting rod
124: Second mounting bracket 125: mounting bolt
126: Lower swing arm
Detailed Description
In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present utility model. It will be apparent, however, to one skilled in the art that embodiments of the utility model may be practiced without one or more of these details. In other instances, well-known features have not been described in detail in order to avoid obscuring the embodiments of the utility model.
In the following description, a detailed structure will be presented for a thorough understanding of embodiments of the present utility model. It will be apparent that embodiments of the utility model may be practiced without limitation to the specific details that are set forth by those skilled in the art. The preferred embodiments of the present utility model are described in detail below, however, the present utility model may have other embodiments in addition to the detailed description, and should not be construed as limited to the embodiments set forth herein.
It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model, as the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," and/or "including," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The terms "upper", "lower", "front", "rear", "left", "right" and the like are used herein for illustrative purposes only and are not limiting.
Ordinal numbers such as "first" and "second" cited in the present utility model are merely identifiers and do not have any other meaning, such as a particular order or the like. Also, for example, the term "first component" does not itself connote the presence of "second component" and the term "second component" does not itself connote the presence of "first component".
In this document, "upper", "lower", "front", "rear", "left", "right", and the like are used merely to indicate relative positional relationships between the relevant portions, and do not limit the absolute positions of the relevant portions.
Herein, "equal," "same," etc. are not strictly mathematical and/or geometric limitations, but also include deviations that may be appreciated by those skilled in the art and allowed by fabrication or use, etc.
Unless otherwise indicated, numerical ranges herein include not only the entire range within both of its endpoints, but also the several sub-ranges contained therein.
Hereinafter, specific embodiments of the present utility model will be described in more detail with reference to the accompanying drawings, which illustrate representative embodiments of the present utility model and not limit the present utility model.
The present utility model provides a suspension device, a suspension system, and a vehicle 100, the suspension device including wheels and being adapted to be connected to a frame of the vehicle 100.
Specifically, the suspension apparatus of the present utility model includes a wheel and a shock absorber 101, one end of the shock absorber 101 is connected to a frame of a vehicle 100, and the other end of the shock absorber 101 is connected to the wheel. A mounting surface 111 for mounting a vertical acceleration sensor 113 is formed on a force transmission path between the damper 101 and the wheel.
Illustratively, the force transfer path of shock absorber 101 and the wheel includes the structure of shock absorber 101, knuckle 110, brake disc 104, the rim of the wheel, and the like. The mounting surface 111 may be formed at the knuckle 110. The mounting surface may be formed on the disc 104, a rim of the wheel, or the like.
The mounting surface 111 may also be formed on the damper 101. Illustratively, the shock absorber generally includes a fixed end member, a movable end member, and a damper connected to the fixed end member and the movable end member, the movable end member being movable relative to the fixed end member and enabling the damper to absorb shock of the vehicle when the vehicle jumps up and down. It is understood that when the mounting surface 111 is formed on the damper 101, it is specifically formed on the fixed end member side of the damper 101.
The vertical acceleration sensor 113 provided near the wheels can accurately detect the movement condition of each wheel, and compared with the conventional manner of providing the sensor on the vehicle body, the vertical acceleration sensor 113 of the present utility model can detect the acceleration value more efficiently and accurately. In the present embodiment, the vertical acceleration sensor 113 is a linear acceleration sensor for detecting acceleration of the wheel in the height direction of the vehicle 100. After the vertical acceleration sensor 113 is mounted on the mounting surface 111, the acceleration of the wheel jumping up and down can be detected better.
For the convenience of understanding, the structure of the suspension device of the present utility model will be described with reference to the embodiments shown in the drawings.
Referring to fig. 1 and 2, the suspension device according to the embodiment of the present utility model further includes a knuckle 110. Wherein one end of shock absorber 101 is connected to a vehicle frame (not shown). The other end of the shock absorber 101 is connected to the wheel through a knuckle 110. The knuckle 110 has a mounting surface 111 for mounting a vertical acceleration sensor 113.
By the suspension device, the vertical acceleration sensor 113 is mounted on the steering knuckle 110 directly connected with the wheel, and when the wheel encounters an obstacle or a hollow road surface, the wheel drives the steering knuckle 110 to jump up and down together, so that the vertical acceleration sensor 113 is driven to move together, and the vertical acceleration value of the wheel is detected by the vertical acceleration sensor 113 in the moving process.
Further, the suspension device further includes a first mounting bracket 112, the first mounting bracket 112 being provided to the mounting surface 111. The first mounting bracket 112 is used for mounting a vertical acceleration sensor 113.
Since the vertical acceleration sensor 113 is fixed by the first mounting bracket 112 and the knuckle 110, in actual production, the knuckle 110, the first mounting bracket 112 and the vertical acceleration sensor 113 can be produced respectively, and finally assembled into a whole, thereby improving production efficiency.
Specifically, the first mounting bracket 112 is configured as a member formed with the accommodation chamber 112A, and the vertical acceleration sensor 113 may be mounted in the accommodation chamber 112A. The first mounting bracket 112 not only can fix the vertical acceleration sensor 113, but also can play a certain protection role in the accommodating cavity 112A, and the service life of the vertical acceleration sensor 113 is prolonged. The first mounting bracket 112 may be, for example, a U-shaped groove member formed by bending a metal plate.
Preferably, the suspension device may be a macpherson suspension or a multi-link suspension. In the embodiment shown in fig. 1, the suspension device is a macpherson suspension, an upper end of a shock absorber 101 is connected to a vehicle frame, a lower end of the shock absorber 101 is connected to a brake disc 104 through a knuckle 110, and the brake disc 104 is connected to a wheel.
The mounting surface 111 may be configured as a horizontal plane. Referring to fig. 2, the knuckle 110 is formed with a horizontal mounting surface 111 at a position near the connection of the shock absorber 101, and a first mounting bracket 112 is fixedly connected to the mounting surface 111. The first mounting bracket 112 may be fixedly connected to the knuckle 110 by welding, or may be connected to the knuckle 110 by a threaded connection, for example. The mounting surface 111 may also be configured as a non-horizontal surface, for example, the mounting surface 111 may be configured as a beveled surface, a vertical plane, a curved surface, a spherical surface, or the like. The mounting surface 111 may also be configured as a combination of at least two surfaces, for example, the mounting surface 111 may be configured as an inner surface of a recess in order to better fix the acceleration sensor 113. The shape of the mounting surface 111 can be flexibly selected by those skilled in the art.
As shown in fig. 1 and 2, the suspension device may further include a vertical acceleration sensor 113. In this embodiment, the vertical acceleration sensor 113 is detachably mounted to the first mounting bracket 112, so that the vertical acceleration sensor 113 is convenient to mount, overhaul and replace. The vertical acceleration sensor 113 may be fixed to the first mounting bracket 112 by a bolt, for example, and the vertical acceleration sensor 113 may be engaged with the first mounting bracket 112.
The suspension system of the present utility model is applicable to a vehicle 100, and includes a front suspension and a rear suspension. Wherein at least one of the front suspension and the rear suspension is configured as the suspension device of the first aspect of the utility model. The front suspension is a suspension device with a shock absorber connected with the frame and the front wheels, and the rear suspension is a suspension device with a shock absorber connected with the frame and the rear wheels.
According to one example of the present utility model, the suspension device is formed as a front suspension of the suspension system, and the front suspension is a macpherson suspension. At this time, the vertical acceleration sensor 113 provided on the front suspension may be used to detect data of the vertical acceleration of the front wheel.
Of course, the rear suspension may be provided as the suspension device described above. For example, a mounting surface 111 is provided on a knuckle 110 of the rear suspension, and a first mounting bracket 112 and a vertical acceleration sensor 113 are mounted. In this regard, the person skilled in the art can flexibly choose according to the actual needs.
In this embodiment, the rear suspension of the suspension system is a multi-link suspension. The rear suspension is also provided with a height sensor 120. As shown in fig. 3 and 4, the height sensor 120 includes a sensor body 121, a sensor swing arm 123, and a sensor link 122. The sensor body 121 is adapted to be disposed on a subframe 103 of the vehicle 100 (the subframe 103 being part of the frame), and the sensor swing arm 123 is hinged to the sensor body 121. One end of the sensor link 122 is hinged to the sensor swing arm 123 (the sensor swing arm 123 is hinged between the sensor link 122 and the sensor body 121), and the other end of the sensor link 122 is adapted to be connected to a wheel.
Specifically, referring to fig. 3 and 4, the rear suspension includes a lower swing arm 126, and the lower swing arm 126 is a member connected between the wheel and the subframe 103 (the lower swing arm 126 is connected to the wheel via the brake disc 104 in fig. 3). One end of the sensor link 122 is detachably and fixedly connected to the lower swing arm 126, and the other end of the sensor link 122 is hingedly connected to the sensor swing arm 123.
The working distance of the height sensor 120 is: the movement of the lower swing arm 126 is transmitted to the sensor body 121 through the sensor link 122 and the sensor swing arm 123, so that the sensor body 121 can detect a change in the height of the sub-frame 103 (with respect to the lower swing arm 126).
In the related art, the sensor body 121 is usually disposed on the suspension, and follows the synchronous motion of the suspension, which is prone to damage to the sensor body 121. In the present embodiment, the sensor body 121 is provided to the sub-frame 103, and is connected to the lower swing arm 126 via the sensor link 122 and the sensor swing arm 123, so that the change in the height of the sub-frame 103 can be detected. By avoiding the sensor body 121 on the lower swing arm 126 that moves with the vehicle 100, the sensor body 121 can be well protected, and the service life of the height sensor 120 can be improved.
Preferably, in order to better mount the sensor body 121, in this embodiment, a second mounting bracket 124 is further provided on the subframe 103, since the sensor body 121 is mounted.
In the present embodiment, the sensor link 122 is detachably connected to the lower swing arm 126 through a screw connection, and the sensor body 121 is detachably mounted to the second mounting bracket 124 through a mounting bolt 125 (see fig. 4).
The vehicle 100 according to the present utility model includes the suspension system of the present utility model. Referring to fig. 1 to 4, a vehicle 100 according to an embodiment of the present utility model, the front suspension is a macpherson suspension (see fig. 1), and includes wheels, a shock absorber 101, and a knuckle 110, the shock absorber 101 is externally sleeved with a coil spring 102, the knuckle 110 is provided with a first mounting bracket 112, and the first mounting bracket 112 is provided with a vertical acceleration sensor 113. The rear suspension is a multi-link suspension (see fig. 3), and the rear suspension also comprises a shock absorber 101, the shock absorber 101 is sleeved with a coil spring 102, and a lower swing arm 126 of the rear suspension is connected to a sensor body 121 located on the auxiliary frame 103 through a sensor link 122 and a sensor swing arm 123.
The vehicle 100 further includes a control device. The control device is electrically connected to the shock absorber 101 (front and rear suspensions), the vertical acceleration sensor 113, and the height sensor 120 (sensor body 121). For example, the control device may acquire detection data of each of the vertical acceleration sensor 113 and the height sensor 120 (the sensor body 121), and adjust damping of the shock absorber 101 of the corresponding suspension according to the detection data in a targeted manner, so as to realize a smoother operation of the vehicle 100. For example, the control device may be provided to the frame; the control device may be, for example, an Electronic Control Unit (ECU).
With the vehicle 100 in which the vertical acceleration sensor 113 and the sensor body 121 are arranged (the vertical acceleration sensor 113 is arranged at the knuckle 110 of the front suspension, and the sensor body 121 is arranged at the frame and connected to the lower swing arm 126 of the rear suspension), the wheel runout condition can be detected with high response, and the wheel runout condition can be transmitted to the control device with high accuracy in time. Providing data basis for the control device to control the damper 101.
Is particularly suitable for: roll control at the time of turning, vibration control caused by uneven road surfaces, and pitch motion control at the time of acceleration and braking of the vehicle 100. The drivability and smoothness of the vehicle 100 can be effectively balanced. The application scenario of the vehicle 100 according to the present embodiment includes the following:
anti-roll control: in the case of a sharp turn, the vertical acceleration sensor 113 and the height sensor 120 capture a change in the wheel attitude, and transmit the amount of change to the control device, which correspondingly controls the shock absorber 101: the compression damping force of the steering side shock absorber is increased, the side-tipping angle is reduced, meanwhile, the tension damping force of the steering outside is reduced, and the tire ground-leaving risk is reduced. Thus preventing the roll of the vehicle body when the vehicle turns or travels along a curved road.
Concave-convex pavement control: when the road surface is uneven, the increase of the wheel runout acceleration is detected, and the control device can correspondingly control and reduce the damping force of the shock absorber 101, so that the riding comfort is improved.
Control for preventing the vehicle head from lifting up: when the vehicle 100 is rapidly accelerated or started (there is a tendency that the vehicle head is turned up and the vehicle tail is sunk), the vertical acceleration sensor 113 and the height sensor 120 can respond quickly, and the wheel state is transmitted to the control device in a short time. In order to control the pitching and sinking angles, the control device can correspondingly increase the restoration damping force of the shock absorber at the front end of the vehicle 100 and the compression damping force of the shock absorber at the rear end of the vehicle 100 after analysis so as to achieve the purpose of controlling pitching. Thus preventing the rear end of the vehicle 100 from sitting down when the vehicle starts or accelerates sharply.
Control for preventing sinking of the headstock: when the vehicle 100 is suddenly decelerated or suddenly stopped (there is a general tendency that the vehicle head is sinking and the vehicle tail is leaning upward), the vertical acceleration sensor 113 and the height sensor 120 can quickly respond, and the wheel state is transmitted to the control device in a short time. In order to control the ascending and descending angle, the control device can increase the compression damping force of the front end shock absorber of the vehicle 100 and the restoration damping force of the rear end shock absorber of the vehicle 100 after analysis. Thus preventing the sinking degree of the automobile head during the braking of the automobile.
Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this utility model pertains. The terminology used herein is for the purpose of describing particular implementations only and is not intended to be limiting of the utility model. Terms such as "disposed" or the like as used herein may refer to either one element being directly attached to another element or one element being attached to another element through an intermediate member. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features unless the features are not applicable or otherwise indicated in the other embodiment.
The present utility model has been described in terms of the above embodiments, but it should be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the utility model to the embodiments described. Those skilled in the art will appreciate that many variations and modifications are possible in light of the teachings of the utility model, which variations and modifications are within the scope of the utility model as claimed.

Claims (13)

1.A suspension device for connection to a frame of a vehicle, the suspension device comprising:
A wheel; and
A shock absorber having one end for connection to the frame and the other end connected to the wheel to form a force transfer path,
Wherein, a mounting surface is formed on the force transmission path, and the mounting surface is used for mounting a vertical acceleration sensor.
2. The suspension device according to claim 1 further comprising a first mounting bracket provided to the mounting surface, the first mounting bracket being configured as a member formed with a receiving chamber,
The vertical acceleration sensor is used for being installed in the accommodating cavity.
3. The suspension device according to claim 2, characterized in that the suspension device further comprises a vertical acceleration sensor;
The vertical acceleration sensor is detachably mounted to the first mounting bracket.
4. The suspension device according to claim 1 wherein a knuckle is connected between the other end of the shock absorber and the wheel, and the mounting surface is formed on the knuckle.
5. The suspension device according to claim 4 wherein the knuckle is formed with the mounting surface on a side surface thereof adjacent to the damper.
6. The suspension device according to claim 5 wherein the mounting surface is a horizontal surface.
7. The suspension device according to claim 1, further comprising a control device electrically connected to the shock absorber and the vertical acceleration sensor.
8. The suspension device according to claim 1, wherein the suspension device is a macpherson suspension.
9. A suspension system comprising a front suspension and a rear suspension;
At least one of the front suspension and the rear suspension is configured as the suspension device according to any one of claims 1 to 8.
10. The suspension system according to claim 9, wherein the front suspension is the suspension device according to any one of claims 1 to 8, and the rear suspension is provided with a height sensor.
11. The suspension system of claim 10 wherein the front suspension is a macpherson suspension; and/or
The rear suspension is configured as a multi-link suspension.
12. The suspension system of claim 11, wherein the height sensor comprises a sensor body, a sensor swing arm and a sensor link, the sensor body adapted to be disposed on the subframe, the sensor swing arm hinged to the sensor body, one end of the sensor link hinged to the sensor swing arm, and the other end of the sensor link adapted to be connected to a wheel.
13. A vehicle, characterized in that it comprises a suspension system according to any one of claims 9 to 12.
CN202322676821.4U 2023-09-28 2023-09-28 Suspension device, suspension system and vehicle Active CN221162079U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202322676821.4U CN221162079U (en) 2023-09-28 2023-09-28 Suspension device, suspension system and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202322676821.4U CN221162079U (en) 2023-09-28 2023-09-28 Suspension device, suspension system and vehicle

Publications (1)

Publication Number Publication Date
CN221162079U true CN221162079U (en) 2024-06-18

Family

ID=91435389

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202322676821.4U Active CN221162079U (en) 2023-09-28 2023-09-28 Suspension device, suspension system and vehicle

Country Status (1)

Country Link
CN (1) CN221162079U (en)

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