EP0366743B1 - Dispositif de regulation pour pompe d'injection de moteurs a injection, notamment moteurs diesel - Google Patents

Dispositif de regulation pour pompe d'injection de moteurs a injection, notamment moteurs diesel Download PDF

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Publication number
EP0366743B1
EP0366743B1 EP89904199A EP89904199A EP0366743B1 EP 0366743 B1 EP0366743 B1 EP 0366743B1 EP 89904199 A EP89904199 A EP 89904199A EP 89904199 A EP89904199 A EP 89904199A EP 0366743 B1 EP0366743 B1 EP 0366743B1
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EP
European Patent Office
Prior art keywords
engine
speed
pump
injection pump
injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP89904199A
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German (de)
English (en)
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EP0366743A1 (fr
Inventor
Laszlo Molnar
Laszlone Csipai Erzsebet Molnar
Mihaly Pecskai
Mihalyne Hugyik Julianna Pecskai
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Licencia Talalmanyokat Ertekesito Es Innovacios Kuelkereskedelmi Vallalat
Licencia Talalmanyokat Ertekesito Vallalat
Original Assignee
Licencia Talalmanyokat Ertekesito Es Innovacios Kuelkereskedelmi Vallalat
Licencia Talalmanyokat Ertekesito Vallalat
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by Licencia Talalmanyokat Ertekesito Es Innovacios Kuelkereskedelmi Vallalat, Licencia Talalmanyokat Ertekesito Vallalat filed Critical Licencia Talalmanyokat Ertekesito Es Innovacios Kuelkereskedelmi Vallalat
Priority to AT89904199T priority Critical patent/ATE100529T1/de
Publication of EP0366743A1 publication Critical patent/EP0366743A1/fr
Application granted granted Critical
Publication of EP0366743B1 publication Critical patent/EP0366743B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a control device of a fuel injection pump of an injection engine, in particular a diesel engine, with an electrical speed sensor which detects the speed of the drive shaft of the injection pump, which has a pump toothed strip which adjusts the amount of fuel conveyed by it and has a stop ring arranged thereon cooperates with a stop that is controlled adjustable via a control unit to which the speed sensor is connected.
  • Regulators are required for the smooth idling, the limitation of the highest speed, the adjustment of the engine power to the current load, and the automatic adjustment of the excess starting of an engine provided with a metering device, in particular a diesel engine.
  • the need for regulation is due to the parameters of the engine on the one hand and the injection pump on the other. Without a control device or control, the injection pump would deliver the charge quantity - regardless of the engine speed - that belongs to the position of the toothed rack set by the accelerator pedal, which either leads to damage due to excessive engine speed or to uneconomical, smoking engine operation, which is caused by the additional supply, which arises due to the decreasing speed due to increasing load.
  • the regulators can be divided into pneumatic regulators with centrifugal weight, vacuum regulators and hydraulic regulators.
  • the known controllers generally have two separate zones, namely the idle zone and the end controller zone. Between these zones, the amount of fuel fed into the engine by the known control devices unaffected.
  • All known regulators have in common that they ensure the starting charge when starting and keep the idle speed by regulating the amount of charge at a constant value. At the same time, they reduce the amount of charge when the maximum engine speed is reached, thereby preventing the engine from rotating at too high a speed, and finally cut off the fuel supply when the engine is braking.
  • the known regulating devices are generally connected to the injection pump toothed strip in such a way that the external change in the charging is possible without the regulation from the outside being prevented.
  • a rotatable adjusting shaft is mounted in the controller housing.
  • the actuating shaft is connected to the component which changes the external charge, generally adjustable on the accelerator pedal by means of a linkage.
  • a control arm is supported via an eccentric shaft, which is connected on the one hand to the pump toothed strip and on the other hand to the output of the control device.
  • the simplest control devices are the flyweight controllers.
  • the deflection of the centrifugal weights rotating as a function of the engine speed is transferred to the linearly movable pump toothed strip via lever arms.
  • the toothed bar is held in the position corresponding to the full charge by a spring.
  • the centrifugal weights - overcoming the spring force - begin to regulate the charge.
  • the amount of charging decreases as long as the state of equilibrium between that by the accelerator pedal set engine speed and the amount of charge does not come about.
  • the centrifugal speed governors are fairly common, they require frequent maintenance and care due to the numerous components subject to wear. Failure of maintenance can lead to damage, for example, due to excessive engine speed.
  • Another disadvantage of these regulating devices is that their readiness to regulate depends on the characteristic of the spring which places the toothed rack on a full charge.
  • the control of a diesel engine can also be carried out with the vacuum created in the intake manifold of the engine using a pneumatic controller.
  • the pneumatic control enables the pressure of the inflowing air to gradually decrease with increasing flow speeds in the intake manifold of the engine, that is to say with increasing engine speeds, that is to say a negative pressure is created.
  • the charging bar that sets the charge is generally connected to a membrane that closes the end face of a closed vessel attached to the injection pump.
  • the closed vessel is connected to the intake manifold of the engine, which creates a pressure difference on the surface of the membrane that is dependent on the negative pressure occurring in the intake manifold.
  • the pressure difference is gradually increased with increasing speeds.
  • a spring arranged in the closed vessel pushes the membrane outwards, which means that the toothed rack is always pressed in the direction of full charging.
  • the position of the toothed rack is determined by the balance of the pressure difference acting on the membrane and the spring force.
  • the preload of the spring determining the end control should be set so that when the maximum engine speed is reached, the force resulting from the pressure difference is in equilibrium with the tension of the spring. After reaching the highest speed, due to the effects of increasing speed Decrease in pressure, the membrane and the toothed rack connected to it are increasingly moved back towards the zero charge against the compressive force of the support spring, that is to say the end control takes place.
  • the linkage of the accelerator pedal must not be connected to the toothed rack, so that regulation from the outside is not prevented by the accelerator pedal.
  • the accelerator pedal is connected to the throttle valve arranged in the inflow cross section of the intake manifold.
  • a pretty big advantage of the pneumatic regulator that is, the vacuum regulator, is the simple construction and the low cost.
  • its disadvantage is that the motor can rotate at an impermissibly high speed if the membrane is damaged, which leads to damage to the motor.
  • the fluid pressure which changes as a function of the speed.
  • the fluid pressure which changes as a function of the speed, is generated by a rotary wheel or rotary vane pump.
  • the fuel of the engine is generally used as the regulator working medium.
  • the gear pump delivers an increasingly larger quantity of fuel from the working cylinder to a pressure-compensating control piston, which is supported on the outside by a spring that can be tensioned by the accelerator pedal and is provided with a through hole.
  • the fuel that forms the working medium flows through the bore in the space behind the regulator piston, and from there into the work area in front of a working piston that belongs to another working cylinder and is mechanically connected to the toothed rack of the injection pump.
  • the working piston is moved under the effect of the working medium pressure, causing it to move the toothed rack towards full charge.
  • the flow resistance in the bore also increases and consequently the working medium pressure at the regulator piston increases proportionally.
  • the increasing pressure moves the control piston against the spring force determined by the position of the accelerator pedal.
  • the control piston closes the channel leading to the working space in front of the working piston connected to the rack and opens the outflow opening of the same working chamber and the opening of the channel introducing the working medium into the working space behind the working piston.
  • the working piston moves the toothed rack towards zero charging.
  • the liquid pressure on both sides of the regulator piston comes into equilibrium and the pressure force of the spring supported on the accelerator pedal pushes the regulator piston back into its starting position.
  • This regulation lasts until the pressure force of the spring, which excites the regulator piston, and the pressure of the working medium, which is dependent on the engine speed, come into equilibrium.
  • the final control is also ensured by a valve which opens at a pressure value corresponding to a certain engine speed and discharges the working medium.
  • the hydraulic regulator is much more complicated than any other known regulator.
  • the small-sized controller or servo piston requires very precise machining and adjustment.
  • the manufacture and adjustment of the regulator valve, as well as the assembly and adjustment of the spring that biases the regulator piston, can only be carried out by special machines. These additional costs are offset by the fact that Scheme is very reliable.
  • controllers only perform a starter, idle or end control. It follows that if the engine speed decreases due to a load, more fuel can be fed into the engine by depressing the accelerator pedal, which then - apart from the fuel waste - leads to the formation of polluting exhaust gas smoke. Finally, these controllers have the common disadvantage that if the controller fails, the motor can rotate at too high a speed, which can damage the motor. In motors with controllers of this type, this must be prevented by a special measure.
  • HU-B-194 598 namely proposes a regulator that feeds the fuel into the fuel using a feed pump that delivers a constant amount of fuel irrespective of the engine speed, through a magnetic bleed valve that is arranged in the suction line and that is electrically controlled by a control device that detects the engine speed Working cylinder of the control device leads. Accordingly, the regulation is carried out by drawing off the fuel as required.
  • From DE-A-2804038 is a control device of an injection pump of an injection engine with one Injection quantity controlling, displaceable control rod known.
  • a stop is arranged on the control rod and the displacement of the control rod by means of a control lever is limited by an adjustable full-load stop which interacts with the stop of the control rod.
  • the position of the full-load stop is determined by a control unit via a stroke-controlled electromagnet depending on various operating variables of the engine, such as the engine speed. When the electromagnet is de-energized, the full-load stop is moved into its basic position by a spring.
  • AT-A-290212 also describes a control device of an injection pump of a diesel engine.
  • the injection pump has a displaceable actuator which controls the injection quantity and is actuated by an operating lever which is elastically coupled to the latter.
  • the actuator has an extension which engages in the recess of a rotatably mounted cam which limits the displacement of the actuator in both directions.
  • the cam disc is rotated as a function of speed by an electric motor, which in turn is operated with the differential voltage between a generator which outputs a voltage proportional to the speed of the motor shaft and a device which generates a voltage proportional to the position of the cam disc.
  • the actuator is limited in its speed depending on the speed of the cam track on the cam.
  • the object of the invention is to provide such a control device which controls the injection pump of an engine in its entire speed range due to different operating parameters of the engine or its environment such that an adequate optimal amount of fuel is introduced into the engine at each speed value and that the exceeding a predetermined speed value that leads to damage to the engine is prevented.
  • the control device should also be cheap and simple require minimal maintenance.
  • control device has a generator controlled by the control unit with a rotor attached to the drive shaft and a stator rotatably mounted on it, rotatable against the force of a spring element and mechanically connected to the stop.
  • control unit is connected to further signal transmitters, which detect the operating parameters of the engine and / or its surroundings, and the generator is also controlled on the basis of the signals from these signal transmitters.
  • stator or the rotor of the electrical generator according to the invention is short-circuited.
  • the invention is essentially based on the knowledge that when the rotor of a direct current dynamo or generator is driven by the resulting electromagnetic force, the stator also moves in the direction corresponding to the direction of rotation of the rotor, if the possibility exists.
  • the possibility of this movement is ensured according to the invention in that the stator is rotatably arranged on the drive shaft of the injection pump with the interposition of a bearing, as a result of which the stator can rotate under the action of the electromagnetic force.
  • the size of the electromagnetic force is regulated by an electronic control device in such a way that it only supplies the generator for generating the electromagnetic force with such a high electrical voltage that ensures the rotation of the stator by a predetermined corresponding amount.
  • control device does not require any maintenance because it has no components that are exposed to wear.
  • the invention is explained in more detail below using an exemplary embodiment with the aid of the drawing.
  • the drawing shows a schematic diagram of the control device according to the invention.
  • a drive shaft 1 of an injection pump is mechanically connected to the main shaft of the engine, also not shown.
  • the drive shaft 1 of the injection pump forms a unit with the shaft of a short-circuited rotor 2 of the direct current generator.
  • a stator of the direct current generator containing an armature core 3 and excitation windings 31 is rotatably mounted on the shaft of the rotor 2 in bearings 42 against the force of a spring 41, in the exemplary embodiment of a tension spring.
  • the stator 4 of the generator is connected via an articulated linkage 43 connected to the stator 4 and a swivel arm 45 rotatably mounted about a bolt 44 to a freely rotatable fork stop 46, on the fork part of which a pump toothed strip 6 movable in the longitudinal direction is guided.
  • a stop ring 47 is adjustably arranged on the pump toothed strip 6, between the fork stop 46 and the end of the toothed strip 6 facing away from the injection pump.
  • the pump toothed strip 6 is connected with its named end in an articulated manner to one end of an eccentric arm 61 which is mounted on a shaft which has an eccentric part which engages in the eccentric arm.
  • a linkage 62 is also connected in an articulated manner, the free end of which is connected to a compression spring 63.
  • a linkage 64 is connected in an articulated manner to an arm fixed to the shaft of the eccentric arm 61, the other end of the linkage being connected to an accelerator pedal which can be pivoted about a shaft 66 against a spring 65 67 is connected in an articulated manner.
  • a control unit 5 is arranged in or in the stator 4.
  • the control unit 5 together with the speed sensor 51 which detects the rotational speed, the signal transmitters which are not shown in the example and which, in other exemplary embodiments, detect the operating parameters of the engine (such as the temperature of the engine, the oil, the cooling water), furthermore the operating parameters of the surroundings of the engine (for example, temperature sensors, air pressure) detecting signal transmitters and has the electrical signals of these signal transmitters processing and evaluating circuits, as well as reference circuits and control circuits.
  • the control unit 5 is also connected to a voltage source.
  • the speed sensor 51 is realized with a magnetic signal transmitter arranged on the shaft 1 and a winding which detects the pulses generated due to the rotation of the shaft 1.
  • the transmitter is connected to the processing and evaluating circuits of the control unit 5.
  • the electrical signals from the sensors pass through the reference circuit, in the exemplary embodiment through the reference circuit monitoring the speed, into the control circuit.
  • the control circuit regulates the strength of the current flowing in the excitation windings 31 and belonging to the respective speed.
  • the control device When the engine is out of operation, the control device according to the invention is in a de-energized state.
  • the stator 4 of the generator is in a rest position due to the action of the spring 41, in the exemplary embodiment of the tension spring.
  • the fork stop 46 is pivoted via the linkage 43 by the swivel arm 45 against the stop 47 and holds the pump toothed strip 6 in zero charge, that is to say in the closed position, regardless of the extent to which the accelerator pedal 67 is depressed. If, in this position, the accelerator pedal 67 is pressed down against the force of the tension spring 65, the linkage 64 is moved by rotating the shaft 66 and the eccentric arm 61 can only rotate on the eccentric part because the pump toothed strip 6 with its stop 47 on the fork stop 46 is present. Accordingly, the Eccentric arm 61 together via the linkage 62 only the compression spring 63, without the pump toothed strip 6 being moved.
  • the control unit 5 When the engine is started, the control unit 5 is energized by turning the ignition key. Then, when the engine is started, the main shaft of the engine, the drive shaft 1 of the injection pump connected to it and thereby also the rotor 2 are set in rotation. Now the excitation winding 31 receives such a high predetermined voltage from the control unit 5 that the electromagnetic force which arises between the rotor 2 and the armature core 3, or the excitation winding 31 surrounding it, forces the stator 4 to an angular rotation of a predetermined magnitude against the force of the spring 41 .
  • the stator 4 pushes the linkage 43 in proportion to the angular rotation, as a result of which the swivel arm 45 is pivoted about the bolt 44 and the fork stop 46 is moved in the direction of the greatest charge. This enables the pump toothed strip 6 to be moved in the direction of maximum charging in proportion to the angular rotation of the stator 4 when the accelerator pedal is depressed.
  • the control unit 5 regulates the idling speed of the engine to the predetermined constant value under all circumstances using the speed sensor 51. This is made possible by the voltage control circuits installed in the control unit 5 and monitoring the speed, the control pulses being supplied to these circuits by the speed sensor 51 which detects the speed in accordance with the respective engine speed.
  • the control device also ensures that the circuit detecting the speed in the region below the so-called “smoke limit", taking into account the respective load on the engine, can only inject such a quantity of fuel that is absolutely necessary to maintain the given speed.
  • the injection of the fuel is interrupted by the accelerator pedal 67 being raised, the electromagnetic control device also interrupts the injection of the fuel until the decreasing engine speed reaches the idling speed. At the idling speed, the injection starts again automatically, which prevents the engine from stalling.
  • the fuel injection is interrupted in that, after the accelerator pedal 67 is raised, a toggle circuit of the circuit of the control unit 5 which detects the speed switches over to the function monitoring the idling speed, as a result of which the power supply to the excitation winding 31, that is to say the control of the generator, is interrupted becomes.
  • the stator 4 of the generator is retracted into its basic position by the force of the spring 41 and thus also the linkage 43 and the swivel arm 45 are retracted, which is pivoted about the bolt 44 and strikes with the fork stop 4 against the stop 47, whereby the Pump rack 6 is pushed back towards zero charging.
  • the breakover circuit of the circuit detecting the speed of the control unit 5 switches over to the function monitoring the maximum speed.
  • the engine speed reaches the predetermined maximum value, it is determined by the Control unit 5 stabilized in the manner already described and a further increase in speed is not permitted under any circumstances.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Le dispositif de régulation décrit comporte un organe (51) captant la vitesse de l'arbre (1) de la pompe d'injection et régulant la crémaillère (6) de pompe. Celle-ci est, de manière connue, limitée mécaniquement (61, 62, 63, 64, 65, 67) dans son mouvement en fonction de la position de la pédale des gaz (67). La faculté de mouvement de ladite crémaillère (6) est ainsi proportionnelle à l'actionnement de la pédale des gaz (67). L'essence de l'invention est un générateur à courant continu dont le rotor (2) est fixé sur l'arbre (1) de la pompe d'injection. Le stator (4) du générateur est monté en torsion sur la pompe à l'encontre de la force d'un ressort (41) et est relié par une transmission mécanique (43, 45) à une butée à fourche (46) limitant davantage le mouvement. L'organe (51) captant la vitesse de l'arbre (1) de la pompe régule grâce à une unité de régulation (5) la tension d'excitation du stator (4).

Claims (4)

  1. Dispositif de régulation pour une pompe d'injection de carburant d'un moteur à injection, notamment d'un moteur Diesel, comprenant un capteur de vitesse (51) électrique saisissant la vitesse de rotation de l'arbre primaire (1) de la pompe d'injection, la pompe d'injection comprenant une crémaillère de pompe (6) déterminant la quantité de carburant alimentée par la pompe et ayant une butée annulaire (47) disposée à la crémaillère, la butée annulaire (47) coopérant avec une butée (46) déplaçable sous le contrôle d'une unité de commande (5) à laquelle le capteur de vitesse (51) est connecté, le dispositif étant caractérisé par un générateur commandé par l'unité de commande (5) et comprenant un rotor (2) monté à l'arbre primaire (1) et un stator (4) étant logé de manière rotative à l'arbre primaire (1), le stator (4) étant rotatif contre la force d'un ressort de rappel (41) et étant connecté mécaniquement à la butée (46).
  2. Dispositif de régulation selon la revendication 1, caractérisé en ce que l'unité de commande (5) est connectée à d'autres capteurs saisissant les paramètres d'opération du moteur comprenant la pompe d'injection, et/ou de son ambiance.
  3. Dispositif de régulation selon la revendication 1 ou 2, caractérisé en ce que le stator (4) ou le rotor (2) du générateur électrique est fermé à court-circuit.
  4. Dispositif de régulation selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le générateur est auto-excité et l'unité de commande (5) est insérée dans le circuit auto-excitant.
EP89904199A 1988-04-11 1989-04-06 Dispositif de regulation pour pompe d'injection de moteurs a injection, notamment moteurs diesel Expired - Lifetime EP0366743B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89904199T ATE100529T1 (de) 1988-04-11 1989-04-06 Regelvorrichtung fuer eine einspritzpumpe von einspritzmotoren, insbesondere dieselmotoren.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
HU180788 1988-04-11
HU881807A HU200217B (en) 1988-04-11 1988-04-11 Control gear for fuel injecting feeder of injection engines particularly diesel engines

Publications (2)

Publication Number Publication Date
EP0366743A1 EP0366743A1 (fr) 1990-05-09
EP0366743B1 true EP0366743B1 (fr) 1994-01-19

Family

ID=10956297

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89904199A Expired - Lifetime EP0366743B1 (fr) 1988-04-11 1989-04-06 Dispositif de regulation pour pompe d'injection de moteurs a injection, notamment moteurs diesel

Country Status (6)

Country Link
EP (1) EP0366743B1 (fr)
JP (1) JPH03500567A (fr)
KR (1) KR940000339B1 (fr)
DE (1) DE58906762D1 (fr)
HU (1) HU200217B (fr)
WO (1) WO1989009876A1 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT290212B (de) * 1968-03-12 1971-05-25 Bosch Gmbh Robert Regeleinrichtung für Dieselbrennkraftmaschinen
DE2804038A1 (de) * 1978-01-31 1979-08-09 Bosch Gmbh Robert Einspritzpumpe mit elektronisch gesteuertem vollastanschlag
US4502440A (en) * 1984-04-30 1985-03-05 General Motors Corporation Fuel injector governor

Also Published As

Publication number Publication date
DE58906762D1 (de) 1994-03-03
KR940000339B1 (ko) 1994-01-17
HU200217B (en) 1990-04-28
JPH03500567A (ja) 1991-02-07
KR900700731A (ko) 1990-08-16
EP0366743A1 (fr) 1990-05-09
WO1989009876A1 (fr) 1989-10-19
HUT49667A (en) 1989-10-30

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