JP5155205B2 - Gearbox synchronizer - Google Patents

Description

  The present invention relates to a synchronization device for a synchronous mesh transmission used in a vehicle or the like.

  Coupled to a type of vehicle transmission to transmit power after selecting multiple transmission gear pairs to achieve a predetermined transmission ratio and selecting either transmission gear pair to synchronize the drive side and the driven side. There is a synchronous mesh transmission that includes a synchronization device that operates and an operation unit that operates the synchronization device. In this type of transmission, an automatic transmission in which an operation is automatically performed by controlling an actuator such as a motor or a hydraulic mechanism by an electronic control device is widely used.

  In general, the synchronizing device employs a configuration in which the rotational speed is first synchronized by frictional engagement between the rotating shaft and the freely rotating transmission gear, and then meshed and coupled so that both rotate integrally. The synchromesh mechanism disclosed in Patent Document 1 is an example, and includes a rotary shaft, a transmission gear, a synchronizer hub, a synchronizer sleeve, and a synchronizer ring as main components. The synchronizer hub is mounted so as not to rotate relative to the rotating shaft, and the synchronizer sleeve and the synchronizer ring are configured to rotate together with the synchronizer hub and slide in the axial direction. Then, the synchronization is achieved by sliding and rubbing the tapered pressing surface of the synchronizer ring pressed by the synchronizing sleeve on the tapered cone portion of the transmission gear. The clutch sleeve clutch gear is first meshed with the outer periphery of the synchronizer ring, and then meshed with the clutch gear of the transmission gear so that the rotary shaft and the transmission gear rotate integrally.

  The series of operations described above is performed by operating the synchro sleeve in the axial direction. Then, when the synchronizer sleeve meshes with the synchronizer ring and the transmission gear, by reducing the moving speed, noise and vibration at the moment of meshing are reduced. Further, except for the time of meshing and the time of friction synchronization, the synchronization required time is shortened by increasing the moving speed of the synchro sleeve.

JP 2007-292151 A

  By the way, when controlling the moving speed of the sleeve, the moment when the clutch gears mesh with each other is set to a low speed, and after the start of meshing, the speed is increased quickly to reduce noise and vibration and shorten the time required for synchronization. Ideal. However, the meshing start position at which the clutch gears actually start meshing varies from one transmission to another, and there are individual differences. This individual difference is caused by design tolerance of each part and manufacturing variation and cannot be eliminated. For this reason, the range in which the synchro sleeve is operated at a low speed is designed in consideration of the worst condition in which the sleeve travel stroke length until the start of meshing becomes maximum. In such a design, in the majority of transmissions that are not the worst conditions, the low speed is maintained even if the synchro sleeve passes through the meshing start position, and the synchronization time is unnecessarily increased.

  As countermeasures against individual differences in meshing positions, it is conceivable to provide an NV sensor for detecting noise and vibration in each transmission, and to reduce the moving speed of the sleeve when noise and vibration start to increase. However, the NV sensor is expensive and is not preferable because it increases the cost of the transmission.

  The present invention has been made in view of the above background, and eliminates the influence of individual differences in the meshing start position between the sleeve and the transmission gear, thereby shortening the time required for synchronization and suppressing the increase in cost. Providing equipment.

The transmission synchronizer of the present invention has a rotating shaft and an internal spline that meshes with an external spline formed on the outer periphery of a clutch hub that rotates integrally with the rotating shaft, and is movable in the axial direction. A sleeve, a transmission gear which is supported by the rotary shaft so as to be relatively rotatable, has a gear for shifting on the outer periphery, and has an external spline and a conical sliding surface on one side in the axial direction; and the clutch hub Synchronizer having a sliding surface that is rotatably supported in an axially movable manner between the transmission gear and the transmission gear and that can be frictionally engaged with the sliding surface of the transmission gear. A ring and an operation control unit for operating the sleeve, and the synchronizer ring is moved in the axial direction by operating the sleeve in the axial direction so that the sliding surface of the shift gear is slid. Moving surface A transmission that frictionally engages and then meshes the internal spline of the sleeve with the external spline of the synchronizer ring and the external spline of the transmission gear to synchronously rotate the rotary shaft and the transmission gear. In the synchronization device, the operation control unit includes an actual measurement unit that obtains a meshing start position at which the internal spline of the sleeve starts to mesh with the external spline of the transmission gear, and after synchronization is achieved during the entering operation. The sleeve is operated at a low speed until the internal spline reaches the engagement start position, and the sleeve is operated at a high speed immediately after the internal spline passes through the engagement start position.

  The actual measurement means of the meshing start position can be any of the following three means.

  The actual measurement means of the operation control unit obtains a moving speed of the sleeve while entering and operating the sleeve and meshing the internal spline with the external spline of the transmission gear, and when the moving speed changes The position of the sleeve may be the meshing start position.

  The actual measurement means of the operation control unit obtains a load required for the entering operation while engaging the internal spline with the external spline of the transmission gear by operating the sleeve, and when the load changes The position of the sleeve may be the engagement start position.

  The actual measurement means of the operation control unit is configured to remove the sleeve and remove the internal spline from the state where the internal spline is engaged with the external spline of the transmission gear while rotating the speed of the transmission gear and the rotation shaft. A difference may be obtained, and the position of the sleeve when the rotation speed difference is changed may be set as the engagement start position.

  In the above-described three means, the operation control unit may obtain the meshing start position as a function depending on the measurement parameter.

  Examples of the measurement parameter include a load and a moving speed when the sleeve is operated. When actual measurement is performed by changing the conditions of these measurement parameters, the meshing start position varies. This is because deflection of a member due to load, detection delay of various sensors, signal processing time, determination time, and the like are affected. When the meshing start position is obtained as a function depending on the measurement parameter, it is natural to use the meshing start position corresponding to the operation condition in the actual synchronous operation.

  In the transmission synchronizer of the present invention, the moving speed at the time of entering and operating the sleeve can be controlled using each meshing start position obtained by actual measurement in each transmission. That is, at the moment when the sleeve starts to mesh with the transmission gear, the movement speed can be reduced to suppress the generation of noise and vibration, and the movement speed can be increased immediately after the sleeve has passed the engagement start position. Therefore, compared with the prior art in which the worst-case engagement start position is commonly applied to all transmissions to control the moving speed, the low speed is not maintained after the sleeve has passed the engagement start position. Can be shortened.

  Moreover, in the aspect which calculates | requires a meshing start position as a function depending on a measurement parameter, since the meshing start position corresponding to the operation condition at the time of actual synchronous operation can be used, the precision of a meshing start position improves further.

  Furthermore, the present invention can be realized by changing the software of the operation control unit while using a sleeve stroke sensor, a rotation shaft rotation speed sensor, and the like that are provided as standard in the transmission. Therefore, the cost of the transmission does not increase.

It is sectional drawing explaining the structure of the synchronizing device of the transmission of embodiment of this invention. In the embodiment of FIG. 1, it is a figure which illustrates typically the meshing start position of a sleeve and a transmission gear. In the embodiment of FIG. 1, it is a figure explaining the moving speed determination method which calculates | requires a meshing start position. In the embodiment of FIG. 1, it is a figure explaining the entering operation method using the meshing start position calculated | required by measurement. It is a figure explaining the load determination method which calculates | requires a meshing start position. It is a figure explaining the extraction operation determination method which calculates | requires a meshing start position.

  An embodiment for carrying out the present invention will be described with reference to FIGS. FIG. 1 is a cross-sectional view illustrating the structure of a transmission synchronization device according to an embodiment of the present invention. The synchronization device 1 according to the embodiment synchronizes the rotary shaft 2 and the transmission gear 4 and is configured to be generally axisymmetric about the axis AX. In addition to the rotating shaft 2 and the transmission gear 4, the synchronization device 1 includes a sleeve 3, a shifting key 35, a gear piece 45, a synchronizer ring 5, a shift fork 61, an actuator 62, and an electronic control unit 63 that constitute an operation control unit. It is configured. Actually, the sleeve 3 moves to the left and right in the figure to selectively synchronize either the left or right gear shift gear. In FIG. 1, the left shift gear 4 will be described as a representative.

  The rotating shaft 2 is a general input shaft, output shaft, or auxiliary shaft in the transmission. A substantially annular clutch hub 21 that is spline-fitted to the rotary shaft 2 and rotates integrally is formed on the outer periphery of the rotary shaft 2. On the outer periphery of the clutch hub 21, external splines (not shown) are formed in the direction of the axis AX, and in the three circumferential directions outside the clutch hub 21, a space for accommodating the shifting key 35 movably in the direction of the axis AX. Is secured.

  The sleeve 3 is substantially annular and is disposed outside the clutch hub 21. An internal spline 31 is formed on the inner periphery of the sleeve 3 in the direction of the axis AX, and the internal spline 31 meshes with an external spline on the outer periphery of the clutch hub 21. That is, the sleeve 3 rotates together with the clutch hub 21 and can move in the direction of the axis AX. A sleeve side chamfer 32 is formed by chamfering the edge of the left end surface of the internal spline 31 in the figure. An operation groove 33 is formed on the outer periphery of the sleeve 3 in the circumferential direction. Shifting keys 35 are disposed in three spaces between the sleeve 3 and the clutch hub 21, respectively. The shifting key 35 is pressed against the outer sleeve 3 by an unillustrated biasing spring inserted between the clutch hub 21 and can move together with the sleeve 3 in the axis AX direction. As will be described later, the shifting key 35 contacts the synchronizer ring 5 and then is displaced radially inward so that only the sleeve 3 moves in the direction of the axis AX.

  The transmission gear 4 is supported on the outer periphery of the rotating shaft 2 on the left side of the clutch hub 21 in the figure via a bearing 22 so as to be relatively rotatable. On the outer periphery of the transmission gear 4, there are formed transmission teeth 41 that mesh with the teeth of another transmission gear. A gear piece 45 is integrally provided on the right side of the transmission gear 4 in the drawing. An external spline 46 is formed on the outer periphery of the gear piece 45, and a gear side chamfer 47 is formed by chamfering the edge of the right end surface of the external spline 46 in the figure. The external spline 46 meshes with the internal spline 31 of the sleeve 3 that has moved, and the gear chamfer 47 and the sleeve chamfer 32 have a role of facilitating meshing. On the outer periphery on the right side of the gear piece 45 in the drawing, a sliding surface 48 having a conical outer surface with a smaller diameter toward the right side is formed.

  The synchronizer ring 5 is disposed between the clutch hub 21 and the gear piece 45, and is supported so as to be rotatable with respect to the sleeve 3 within a certain angle range and movable in the axial direction. An external spline 51 is formed on the outer periphery of the synchronizer ring 5, and a ring-side chamfer 52 is formed by chamfering the edge of the right end surface of the external spline 51 in the drawing. The external spline 51 meshes with the internal spline 31 of the sleeve 3 that has moved, and the ring-side chamfer 52 and the sleeve-side chamfer 32 have a role of facilitating the meshing. On the inner periphery of the synchronizer ring 5, a conical inner surface-like sliding surface 53 that is opposed to the sliding surface 48 of the gear piece 45 and that can be frictionally engaged is formed.

  The shift fork 61 is fitted in the operation groove 33 on the outer periphery of the sleeve 3 and operates the sleeve 3 in the direction of the axis AX. The actuator 62 drives the shift fork 61, and a motor or a hydraulic device is used. A mechanism for appropriately transmitting power is provided between the actuator 62 and the shift fork 61. The electronic control device 63 controls the actuator 62, and the actual measurement means for obtaining the meshing start position is realized by software. Although not shown in the figure, an unillustrated rotational speed sensor that detects the rotational speeds of the rotary shaft 2 and the transmission gear 4 and an unillustrated stroke that detects a movement stroke of the shift fork 61 in the axis AX direction. And a sensor. The detection results of these sensors are taken into the electronic control device 63.

  Next, a basic synchronization operation of the synchronization device 1 according to the embodiment configured as described above will be described. In FIG. 1, the sleeve 3 is in a neutral position PN (hereinafter, the position of the sleeve 3 is described by attaching a reference numeral to the tip position of the sleeve chamfer 32). When the synchronization command is input, the electronic control unit 63 controls the actuator 62 to operate the shift fork 61 to the left in the figure and move the sleeve 3 to the left. The shifting key 35 moves to the left together with the sleeve 3 and presses the synchronizer ring 5 to the left. Then, the sleeve side chamfer 32 moves toward the ring side chamfer 52, but since it is not synchronized yet, both cannot be fitted and receive a circumferential load and come into contact with each other. At the same time, the sliding surface 53 of the synchronizer ring 5 is frictionally engaged with the sliding surface 48 of the gear piece 45, and the rotational speed difference therebetween is gradually reduced. During the friction engagement, the moving speed of the sleeve 3 is almost zero and remains at the friction engagement position P1. When synchronization is achieved, the circumferential load between the sleeve chamfer 32 and the ring chamfer 52 disappears, the former 32 fits into the latter 52, and the internal spline 31 of the sleeve 3 and the synchronizer ring 5 The tooth spline 51 meshes.

  Further, when the sleeve 3 moves to the left in the drawing, as shown in FIG. 2, the sleeve 3 reaches a meshing start position P2 where the sleeve chamfer 32 and the gear chamfer 47 face each other. FIG. 2 is a diagram schematically illustrating the meshing start position P <b> 2 between the sleeve 3 and the transmission gear 4. In the state of FIG. 2, the sleeve 3 and the transmission gear 4 are already synchronized, but the phases in the circumferential direction do not match. Therefore, when the sleeve 3 is moved at a high speed from this state, the chamfers 32 and 47 collide with each other at the moment when the sleeve 3 starts to mesh with the transmission gear 4 and a large noise or vibration is generated. For this reason, it is necessary to reduce the moving speed until the sleeve 3 passes through the synchronizer ring 5 and passes the meshing start position P2. When the sleeve side chamfer 32 pushes the gear side chamfer 47 and the phases are aligned, the former 32 fits into the latter 47. If the sleeve side chamfer 32 passes the meshing start position P2, the moving speed may be increased immediately after that. Eventually, the sleeve 3 moves to the meshing completion position P3, the internal spline 31 of the sleeve 3 meshes with the external spline 46 of the gear piece 45, and the synchronization operation ends.

  As described above, the meshing start position P2 is an important point in controlling the moving speed of the sleeve 3, and in this embodiment, the meshing start position P2 is set for all transmissions by using the moving speed determination method as an actual measurement means. Ask.

  FIG. 3 is a diagram illustrating a moving speed determination method for obtaining the meshing start position P2 in the embodiment of FIG. In the drawing, the horizontal axis represents time T, and the vertical axis represents the rotational speed difference RD, the position P of the sleeve 3, and the moving speed VS of the sleeve 3 in order from the top. . In the moving speed determination method, the electronic control unit 63 performs a normal entry operation, continuously obtains the position P of the sleeve 3 with a stroke sensor provided on the shift fork 61, and the rate of change in the position P over time (difference or (Differentiation) is obtained by calculation and used as the moving speed VS.

  Now, when a synchronization command is input at time T0, the electronic control unit 63 operates the sleeve 3 at the neutral position PN with a constant load F0. Then, the sleeve 3 moves at a relatively high speed VS1, reaches the friction engagement position P1 at time T1, and the moving speed VS becomes almost zero while the rotational speed difference RD is reduced due to the friction engagement. When synchronization is achieved at time T2, the sleeve 3 moves at the speed VS2 and passes through the external spline 51 of the synchronizer ring 5. When the sleeve side chamfer 32 of the sleeve 3 faces the gear side chamfer 47, the chamfers 32 and 47 collide with each other, so that the moving speed VS decreases again. At this time, when the threshold speed VX is set and the time T3 when the moving speed VS becomes smaller than the threshold speed VX is obtained, the position P of the sleeve at that time becomes the meshing start position P2. When the phases of the sleeve chamfer 32 and the gear chamfer 47 are aligned and the former 32 is fitted into the latter 47 at time T4, the sleeve 3 moves at the high speed VS3 and reaches the meshing completion position P3 at time T5.

  In the actual measurement, when the phases of the sleeve chamfer 32 and the gear chamfer 47 are aligned smoothly from the beginning and the moving speed VS is not smaller than the threshold speed VX, the re-entry operation is performed again. It can be measured. In addition, the measurement can be repeated by changing the magnitude with the constant load F0 as a measurement parameter, and the meshing start position P2 can be obtained as a function of the constant load F0. In this way, the meshing start position P2 is obtained by the synchronizer of each gear stage of the transmission.

  Next, a method of using the obtained mesh start position P2 will be described with reference to FIG. FIG. 4 is a diagram for explaining an entering operation method using the meshing start position P2 obtained by actual measurement in the embodiment of FIG. In the drawing, the horizontal axis represents time T, and the vertical axis represents the position P of the sleeve 3. The thick dotted line indicates the instruction stroke S0 in the embodiment, the thick broken line indicates the actual movement stroke S1 in the embodiment, the thin dotted line indicates the instruction stroke S2 in the conventional method, and the thin solid line indicates the actual movement stroke S3 in the conventional method.

  In the present embodiment, as shown in the graph of the instruction stroke S0, the electronic control device 63 reaches the meshing start position P2 at the time T30 at the low speed moving speed V0 after the synchronization is achieved at the time T2, and then the high speed moving speed. An instruction is given to the actuator 62 so as to reach the meshing completion position P3 at time T50 at V1. In actuality, since a time delay occurs, as shown in the graph of the actual stroke S1, the sleeve 3 moves at a low speed and reaches the meshing start position P2 at time T3, and then moves at a high speed and completes meshing at time T5. Position P3 is reached. According to this embodiment, until the sleeve 3 reaches the meshing start position P2 at which the sleeve 3 starts to mesh with the gear piece 35, the moving speed VS is reduced to suppress noise and vibration, and immediately after the sleeve 3 passes the meshing start position P2. Therefore, the moving speed VS can be increased.

  On the other hand, in the conventional method, the electronic control unit 63 does not actually measure the meshing start position P2. As shown in FIG. 4, since the meshing start position P2 varies from the minimum position P2S to the maximum position P2L due to individual differences, the electronic control device 63 performs an entry operation using the maximum position P2L in consideration of the worst condition. . Accordingly, the command stroke S2 in the conventional method is controlled so that the time of the low speed moving speed V0 is prolonged until time T40 and then reaches the meshing completion position P3 at time T60 at the high speed moving speed V1. Since a time delay actually occurs, as shown in the graph of the actual stroke S3 of the conventional method, the sleeve 3 moves at a low speed and reaches the maximum position P2L at time T4, and then moves at a high speed at time T6. The meshing completion position P3 is reached.

  As is apparent from the figure, in the conventional method, the sleeve 3 cannot be moved at the high speed V1 between the time T3 and the time T4 after passing the actual mesh start position P2. In this embodiment, during this time, the sleeve 3 is moved at the high speed V1, and as a result, the time required for synchronization can be shortened by (time T6−time T5). This effect does not occur in a transmission in which the actual mesh start position P2 is at the maximum position P2L, but it is effective even if there are some differences in the majority of transmissions.

  The meshing start position P2 is obtained as a function of the constant load F0 applied at the time of actual measurement. Therefore, the moving speed VS of the sleeve 3 can be controlled with higher accuracy by obtaining a load from the output of the actuator 62 when the sleeve 3 is moving at a constant moving speed V0 and using an appropriate mesh start position P2. Can do.

  In addition, the actual measurement for obtaining the meshing start position P2 can be performed in a stable atmosphere before shipment from the factory or during periodic inspections. Even if noise or vibration occurs, the meshing start position P2 can be accurately determined. Can be sought. On the other hand, by applying the above-described moving speed determination method, it is also possible to perform an actual measurement by superimposing it on a speed change operation during road traveling. According to this, it is possible to sequentially update the meshing start position P2 under actual use conditions to cope with a change with time. That is, the frequency of actual measurement by the actual measurement means can be arbitrarily set.

  Next, a load determination method and a removal operation determination method will be described as another form of the actual measurement means for obtaining the engagement start position P2.

  FIG. 5 is a diagram illustrating a load determination method for obtaining the meshing start position P2. In the drawing, the horizontal axis represents time T, and the vertical axis represents the position P of the sleeve 3 on the upper side and the load F required for the movement of the sleeve 3 on the lower side. In the load determination method, the electronic control unit 63 performs a normal entry operation, and continuously obtains the load F required to move the sleeve 3 from the output of the actuator 62. Now, synchronization is achieved at time T2, and when the sleeve 3 passes through the synchronizer ring 5 and the sleeve-side chamfer 32 faces the gear-side chamfer 47, the chamfers 32, 47 collide with each other, and the load F increases. At this time, when the threshold load FX is set and the time T3 when the load F exceeds the threshold load FX is obtained, the sleeve position P at that time becomes the meshing start position P2. Note that. The load F may be measured by providing a load sensor on the shift fork 61.

  FIG. 6 is a diagram for explaining a removal operation determination method for obtaining the engagement start position P2. In the figure, the horizontal axis represents time T, and the vertical axis represents the position P of the sleeve 3, the rotational speed difference RD between the rotary shaft 2 and the transmission gear 4, and the rate of change DD of the rotational speed difference RD in order from the top. ing. In the removal operation determination method, the electronic control device 63 performs the removal operation from the meshing connection state, continuously obtains the position P of the sleeve 3 by the stroke sensor provided in the shift fork 61, and from the detection result of the rotation speed sensor. The rotational speed difference RD is obtained by calculation, and the rate of change (difference or differentiation) with time is defined as the change rate DD. When the sleeve 3 is pulled out at time T7 and comes out of the gear piece 35, the synchronization between the rotary shaft 2 and the transmission gear 4 is canceled and a rotational speed difference RD is generated. At this time, when the threshold change rate DX is set and the time T8 at which the change rate DD of the rotational speed difference RD starts to increase is obtained, the sleeve position P at that time becomes the meshing start position P2.

  The meshing start position P2 can be obtained individually for the synchronizers of the respective gear stages of all the transmissions by any of the moving speed determination method, load determination method, and pulling operation determination method described above.

1: Transmission synchronizer 2: Rotating shaft 21: Clutch hub 3: Sleeve
31: Internal spline 32: Sleeve side chamfer 33: Operation groove
35: Shifting key 4: Shift gear
41: Gear for shifting 45: Gear piece 46: External spline
47: Gear side chamfer 48: Sliding surface 5: Synchronizer ring
51: External spline 52: Ring side chamfer 53: Sliding surface 61: Shift fork 62: Actuator 63: Electronic controller PN: Neutral position P1: Friction engagement position P2: Engagement start position P3: Engagement completion position V0: Low speed Movement speed V1: High speed movement speed

Claims (5)

A rotary shaft, a sleeve having an internal spline meshing with an external spline formed on the outer periphery of a clutch hub that rotates integrally with the rotary shaft, and a sleeve movable in the axial direction, and rotatable relative to the rotary shaft Rotating between the clutch hub and the speed change gear, having a speed change tooth on the outer periphery and having an external spline and a conical sliding surface on one side in the axial direction And a synchronizer ring having a sliding surface that is frictionally engaged with the sliding surface of the transmission gear and is supported so as to be axially movable, and an external spline formed on the outer periphery, and an operation control for operating the sleeve And moving the synchronizer ring in the axial direction by operating the sleeve in the axial direction to frictionally engage the sliding surface with the sliding surface of the transmission gear, The Said inner splines of over blanking by mesh with the outer spline of the outer spline and the speed change gear of the synchronizer ring, the synchronizer for a transmission synchronously rotating with said rotary shaft and the speed change gear,
The operation control unit includes a measured means internal spline of the sleeve determining the external tooth spline meshing starting position begins to mesh with the transmission gear, the inner spline after synchronization has been achieved during operation contain the A transmission synchronization apparatus, wherein the sleeve is operated at a low speed until the engagement start position is reached, and the sleeve is operated at a high speed immediately after the internal spline passes through the engagement start position.   The actual measurement means of the operation control unit obtains a moving speed of the sleeve while entering and operating the sleeve and meshing the internal spline with the external spline of the transmission gear, and when the moving speed changes The transmission synchronization apparatus according to claim 1, wherein the position of the sleeve is the meshing start position.   The actual measurement means of the operation control unit obtains a load required for the entering operation while engaging the internal spline with the external spline of the transmission gear by operating the sleeve, and when the load changes The transmission synchronization apparatus according to claim 1, wherein the position of the sleeve is the meshing start position.   The actual measurement means of the operation control unit is configured to remove the sleeve and remove the internal spline from the state where the internal spline is engaged with the external spline of the transmission gear while rotating the speed of the transmission gear and the rotation shaft. The transmission synchronization device according to claim 1, wherein a difference is obtained, and the position of the sleeve when the difference in rotational speed is changed is set as the meshing start position.   The transmission synchronization device according to any one of claims 2 to 4, wherein the actual measurement unit of the operation control unit obtains the meshing start position as a function depending on a measurement parameter.

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