EP3060735B1 - Serrure de portière de véhicule automobile - Google Patents

Serrure de portière de véhicule automobile Download PDF

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Publication number
EP3060735B1
EP3060735B1 EP14792729.7A EP14792729A EP3060735B1 EP 3060735 B1 EP3060735 B1 EP 3060735B1 EP 14792729 A EP14792729 A EP 14792729A EP 3060735 B1 EP3060735 B1 EP 3060735B1
Authority
EP
European Patent Office
Prior art keywords
lever
motor vehicle
vehicle door
transmission lever
locking
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.)
Active
Application number
EP14792729.7A
Other languages
German (de)
English (en)
Other versions
EP3060735A1 (fr
Inventor
Thorsten Bendel
Michael Scholz
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.)
Kiekert AG
Original Assignee
Kiekert AG
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Filing date
Publication date
Application filed by Kiekert AG filed Critical Kiekert AG
Publication of EP3060735A1 publication Critical patent/EP3060735A1/fr
Application granted granted Critical
Publication of EP3060735B1 publication Critical patent/EP3060735B1/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E05B77/06—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision by means of inertial forces
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/02—Power-actuated vehicle locks characterised by the type of actuators used
    • E05B81/04—Electrical
    • E05B81/06—Electrical using rotary motors

Definitions

  • the invention relates to a motor vehicle door lock according to the preamble of claim 1.
  • centrifugal forces or corresponding mass barriers acted upon motor vehicle locking systems or motor vehicle door locks are known in many ways. Essentially, it is important to prevent inadvertent opening of the vehicle door equipped with the motor vehicle door lock in question during strong accelerations, as occur, for example, in the event of a crash. This is the only way to ensure that the occupants in the motor vehicle are maximally protected and, for example, safety devices such as side airbags, etc. in the vehicle door unfold their effect precisely.
  • Active systems are distinguished by the fact that both in the case of strong and low acceleration of the lock kinematics or of the motor vehicle door lock and in particular of the actuating lever mechanism, a movement takes place in order to achieve a secure functionality over the entire service life.
  • passive systems react only at unusually high acceleration, that is, in the event of a crash.
  • the invention enables a motor vehicle door lock, in the case of perfect functionality cost and weight over previous designs are reduced.
  • the invention proposes a motor vehicle door lock, with a locking mechanism, working on the locking mechanism operating lever mechanism, a blocking element, which sets the operating lever mechanism at occurring acceleration forces of predetermined size, for example in an accident, ineffective, and with a clutch lever (13), wherein the blocking element as is formed by a locking unit acted upon transfer lever between the operating lever mechanism and the locking mechanism; wherein the locking unit comprises a motor-driven pivotable driven pulley, wherein the locking unit operates by means of the coupling lever on the transmission lever; wherein the clutch lever is pivotally connected to the driven pulley, wherein the clutch lever is linearly movable.
  • the transmission lever is in its "locked” position.
  • the design is preferably such that the locking unit blocks the transmission lever motor in the "locked” position. This is done by the clutch lever.
  • the function position "locked” of the motor vehicle door lock according to the invention is typically implemented and realized that the already mostly in its “locked” position located transmission lever with the help of the locking unit in this position "locked” motor blocks. Any movements of the transmission lever to open the locking mechanism are therefore “locked” in this position not possible.
  • the "unlocked" position of the locking unit and consequently of the motor vehicle door lock according to the invention on the whole means that the locking unit enables the transmission lever in the respective position "unlocked” to have a freewheel. That is, to realize the functional position "unlocked” the locking unit or acted upon by the locking unit clutch lever is moved by motor, that the transmission lever with respect to the clutch lever can run a freewheel. In contrast, the clutch lever in question in the "locked” position ensures that the transmission lever is blocked.
  • the transmission lever assumes the position "locked” as the basic position or rest position.
  • the transmission lever is coupled to the operating lever mechanism.
  • the further movement of the operating lever mechanism in this normal operation now opens the possibility that the pawl is lifted as part of the Gesperres indirectly or directly by means of the transmission lever of the rotary latch. That is, the transmission lever provides in the normal operation for a locking opening. For this corresponds a regular rotation of the blocking element or according to the invention of the transmission lever, so that caking, corrosion, etc. are not to be feared. Rather, the permanent reliability of the transmission lever is guaranteed.
  • the locking unit operates by motor on the clutch lever, which pivots the transmission lever. This also ensures a regular actuation of the blocking element or according to the invention of the transmission lever.
  • the locking unit can basically be a central locking unit.
  • the operating lever mechanism In the event of a crash, the operating lever mechanism, in contrast, performs an idling relative to the transmission lever. That is, in the event of a crash, the transmission lever remains in its functional position "locked". So it does not happen that the operating lever mechanism and the transmission lever mechanically connected by the clutch located between them become. Rather, the transmission lever retains its position in the event of a crash, whereas the actuating lever mechanism pivots in contrast. As a result, the transmission lever can not open the locking mechanism indirectly or directly and thus unfolds the desired blocking effect.
  • the actuating lever mechanism in a normal operation-in contrast to the crash case-transfers the transmission lever to the "unlocked" position for opening the locking mechanism.
  • the operating lever mechanism is coupled to the transmission lever or engages the transmission lever relative to the operating lever mechanism. This allows the operating lever mechanism to work mechanically on the transmission lever and ultimately ensure in its further actuation that with the help of the pivoted transmission lever, the locking mechanism is opened directly or indirectly.
  • the operating lever mechanism and the transmission lever are hinged together.
  • the realized at this point clutch is ensured by the articulated connection on the one hand and the actuating lever and the transmission lever interconnecting spring on the other hand.
  • the spring may be a leg spring connected to a (joint) pin defining the articulated connection.
  • a stop for the transmission lever is usually still provided. This stop may be stored stationary in a lock case or a lock housing.
  • the transmission lever Since the center of mass of the transmission lever is arranged in the region of the axis of rotation, on the one hand the transmission lever can be pivoted particularly simply or by small forces and on the other hand massive designs of the transmission lever can be dispensed with. Because such massively constructed mass barriers are typically (only) used where a shift of the center of gravity away from the axis of rotation is deliberately required. However, since the center of gravity is arranged according to the invention in the region of the axis of rotation, can be resorted to a conventional or almost conventional design of the transmission lever, namely one in which center of mass and axis of rotation are approximately in line, as is the case with most multi-armed pivoting levers , Indeed the transmission lever is designed as such a multi-arm pivot lever.
  • the motor vehicle door lock according to the invention initially has a significantly reduced weight compared to the prior art.
  • the blocking element or the mass barrier is presently designed as a transmission lever, which in turn is designed in the form of a multi-arm lever with center of mass in the region of its axis of rotation. That is, additionally attached masses, a particularly massive design, etc. are expressly not required.
  • the transmission lever according to the invention is pivoted in a normal operation as well as in the course of locking each about its axis of rotation, so the reliability can be guaranteed over the entire life of the motor vehicle door lock secure.
  • Another advantage is that the transmission lever is only mechanically connected to the opening of the locking mechanism in a normal operation with the operating lever mechanism by engaging. That is, for an operator, there are no significantly increased actuation forces at this point as consistently observed in the prior art active mass locks. Contributing to this described low actuation force is also the fact that according to the invention - as described - can be dispensed with a massive interpretation of the locking element or transmission lever.
  • a further and particular advantage is that the blocking element or the transmission lever is, so to speak, functionally integrated in the motor vehicle door lock, that is, does not represent a separate component to be manufactured and additional. Rather, the transmission lever acts like a release lever for the locking mechanism. Moreover, it is even conceivable that the transmission lever assumes a total of three functions, namely the function of the Locking element, the function of the release lever for the locking mechanism and finally the function of a locking lever.
  • the operating principle of the mass or centrifugal force lock respectively the associated locking element is as it were integrated into the motor vehicle door lock and present - if you will - in a local locking lever chain or a locking lever mechanism. Because the transmission lever ultimately reflects the positions "unlocked” and “locked” of the motor vehicle door lock according to the invention as a whole.
  • a motor vehicle door lock is shown, which is reduced to the components essential to the invention. It can be seen first of all a lock housing 1, which may be a lock case and / or a lock cover and which serves for storage and recording of the individual elements to be described in detail below.
  • a locking 2, 3 is realized, which is composed in a known manner from a rotary latch 2 and a pawl 3.
  • the rotary latch 2 is rotatably mounted on a pin defining a rotation axis 4 in the lock housing 1.
  • an actuating lever mechanism 6a, 6b operates on the locking mechanism 2, 3.
  • the actuating lever mechanism 6a, 6b is composed of two lever sections 6a, 6b of an external actuating lever which are connected to one another in an articulated manner 6a, 6b together.
  • the lever sections 6a, 6b are - as I said - articulated to each other via a coupling pin 7 coupling them together.
  • a spring 8 is connected.
  • the spring 8 is a leg spring 8 which clamps or elastically couples the two lever sections 6a, 6b in such a way that with the aid of the spring 8 a force is applied in a clockwise direction with respect to the hinge pin 7, like a corresponding arrow in FIG Fig. 1 suggests.
  • the force of the spring 8 thus ultimately ensures that the lever portion 6a is moved towards the lever portion 6b while reducing the angle between them.
  • a stop 10 for the rest position of the actuating lever mechanism 6a, 6b ensures that the two lever sections 6a, 6b act as a continuous lever or external operating lever 6a, 6b in this rest position.
  • an outside door handle 9 indicated only by an arrow is provided.
  • the operating lever mechanism 6a, 6b may also be an internal operating lever mechanism instead of the external operating lever mechanism illustrated in the exemplary embodiment.
  • the outside operating lever 6a, 6b is designed as an inside operating lever.
  • this is also shown for the sake of clarity, as well as the further basic procedure, according to which both an internal operating lever mechanism and an external operating lever mechanism are generally implemented in such motor vehicle door locks.
  • a locking unit 11, 12 is still realized.
  • the locking unit 11, 12 is composed of an electric motor 11 and a driven pulley 12 pivotable by the electric motor 11 or its output shaft.
  • the driven pulley 12 can be pivoted in rotations in the clockwise and counterclockwise directions.
  • the Shaft 12 pivotally connected clutch lever 13 move linearly.
  • two different basic positions of the clutch lever 13 are implemented and defined in the core.
  • the transmission lever 14 already mentioned above is a blocking element 14 which deactivates the actuating lever mechanism 6a, 6b when acceleration forces F of predetermined magnitude occur, for example in the event of an accident (crash case).
  • the crash case is in the Figs. 3A to 3C dargterrorism.
  • the acceleration forces F in question deflect the actuating lever mechanism 6a, 6b and remove it from the stop 10 for the rest position, but such deflections of the actuating lever mechanism 6a, 6b result in a freewheeling of the actuating lever mechanism 6a, 6b relative to the transmission lever remaining in its position 14 correspond, therefore, neither indirectly nor directly the locking mechanism 2, 3 can open, as will be explained in more detail below.
  • the transmission lever 14 acts as a blocking element 14 or mass barrier and prevents the occurring acceleration forces F predetermined size that the motor vehicle door lock, respectively, a motor vehicle door equipped with it is opened unintentionally.
  • the blocking element 14 is not only as a transmission lever fourteenth designed, but can be the transmission lever 14 also act on the locking unit 11, 12.
  • the transmission lever 14 is disposed between the operating lever mechanism 6a, 6b and the locking mechanism 2, 3.
  • the transmission lever 14 not only acts as a blocking element 14 or mass lock, but ultimately also assumes the function of a triggering element or release lever, namely such that with its help directly or indirectly the locking mechanism 2, 3 can be opened.
  • the transmission lever 14 in its unlocked state and in a so-called normal operation of the operating lever mechanism 6a, 6b in the sequence of functions according to the Fig. 2A to 2C at the end of the movement able to lift the pawl 3 from the catch 2, as shown in the Fig. 2C is shown.
  • the transmission lever 14 as it were a part of a lock lever chain 11, 12, 13, 14 represents.
  • This-lock lever chain 11, 12, 13, 14 is composed of the locking unit 11, 12, the clutch lever 13 and said transmission lever 14 together. Consequently, the already described and practically triple functionality of the transmission lever 14 as locking element 14 or mass lock, as a release lever for the locking mechanism 2, 3 and finally as part of the locking lever chain 11, 12, 13, 14 and thus as a kind of locking lever.
  • the transmission lever 14 assumes the position "locked” as the basic position. This basic position is in the Fig. 1 . 2A . 3A to 3C and finally FIGS. 4A to 4C.
  • the functional position corresponds to the Fig. 2B and 2C to the fact that the transmission lever 14, the position "unlocked” occupies or can take, because at the in the Fig. 2A to 2C shown function sequence of the clutch lever 13 allows a freewheeling of the transmission lever 14, as follows in more detail is explained.
  • a so-called normal operation is shown, in which the operating lever mechanism 6A, 6B, the transmission lever 14 first in the position "unlocked” after the Fig. 2B transferred and then the opposite of the operating lever unit 6A, 6B engaged transmission lever 14 ultimately for the opening of the locking mechanism 2, 3 as shown in the Fig. 2C provides.
  • the operating lever mechanism 6A, 6B and the external actuating lever 6A, 6B and the transmission lever 14 are pivotally connected together.
  • another hinge pin 15 is realized at this point.
  • a spring 16 which is arranged on the hinge pin 15 and is connected to the hinge pin 15.
  • the spring 16 is the outer actuating lever 6a, 6b and the transmission lever 14 so mechanically coupled together that the spring 16 in the Fig. 1 indicated power in the counterclockwise direction with respect to the hinge pin 15 generated.
  • a stop 17 for the transmission lever 14 ensures that the transmission lever 14 retains its rest position shown there or the position "locked” and not by the force of the spring 16 in the direction of the external operating lever 6a, 6b counterclockwise about the hinge pin 15 as a rotation axis 15 is pivoted.
  • the transmission lever 14 is designed here as a three-armed lever, wherein a stop arm 14a of the transmission lever 14 to the stop 15 in the rest position according to Fig. 1 is applied.
  • the trigger arm 14b provides the other hand in the context of the functional position after the Fig. 2C that with his help, the pawl 3 is lifted from the catch 2 or the locking mechanism 2, 3 undergoes an opening in a normal operation.
  • a Rotary arm 14c of the transmission lever 14 is provided, which defines the axis of rotation 18 and also has the intended in the region of the axis of rotation 18 center of the transmission lever 14.
  • the operation is as follows.
  • the sequence of movements is shown in a normal operation.
  • the external operating lever 6a, 6b is (slowly) pivoted by an operator so that the operator acts on the outside door handle 9 and thereby the external operating lever 6a, 6b in the transition from the Fig. 2A to Fig. 2B pivoted about the pin or hinge pin 15 as a rotation axis 15 in the counterclockwise direction.
  • the locking unit 11, 12 or the entire locking chain 11, 12, 13, 14 is "unlocked” in this normal operation in its position, so that as a result of the pivotal movement of the outer actuating lever 6a, 6b of the transmission lever 14 in the operating lever mechanism 6a, 6b engages ,
  • the user or user initiated pivoting movement of the outer operating lever 6a, 6b counterclockwise about the axis 15 causes the transfer lever 14 to be "taken along” in this process because the outer operating levers 6a, 6b on the one hand and the transfer lever 14 on the other hand in the direction of this counterclockwise movement biased spring 16 are mechanically connected to each other. That is, the transmission lever 14 is engaged with the operation lever mechanism 6a, 6b in this process.
  • the transmission lever 14 is also pivoted about its axis 18 in the counterclockwise direction and leaves its position “locked” according to the Fig. 2A and goes in contrast to a position "unlocked” according to the Fig. 2B above.
  • Such a movement is allowed because the locking unit 11, 12 is also in its "unlocked” position and the clutch lever 13 is a corresponding freewheel of the Transmission lever 14 relative to the clutch lever 13 and a local pin 13a permits.
  • the outer actuating lever 6a, 6b moves away from its stop 10 for the rest position, but without being able to take the transmission lever 14. Consequently, the trigger arm 14b of the transmission lever 14 is not able to interact with the pawl 3 in an opening sense, as in the maximum deflection of the operating lever mechanism 6a, 6b as shown in FIG Fig. 3C becomes clear. That is, it comes due to the inertia of the blocking element or transmission lever 14 to the fact that the actuating lever 6a, 6b is set ineffective at the occurring acceleration forces F predetermined size, in the present case a freewheel against the blocking element in question or transmission lever 14 performs.

Claims (8)

  1. Serrure de porte de véhicule à moteur, comprenant un mécanisme de verrouillage (2, 3), un mécanisme (6a, 6b) à levier d'actionnement agissant sur le mécanisme de verrouillage (2, 3), un élément de verrouillage (14) qui rend le mécanisme (6a, 6b) à levier d'actionnement inopérant lorsque surviennent des forces d'accélération (F) d'une ampleur spécifiée, par exemple lors d'un accident, et comprenant un levier d'accouplement (13), sachant que l'élément de verrouillage (14) est configuré comme levier de transmission (14), pouvant être mis sous contrainte par une unité de verrouillage (11, 12), entre le mécanisme (6a, 6b) à levier d'actionnement et le mécanisme de verrouillage (2, 3) ;
    sachant que l'unité de verrouillage (11, 12) comprend une poulie de sortie (12) pouvant pivoter de manière motorisée,
    sachant que l'unité de verrouillage (11, 12) agit au moyen du levier d'accouplement (13) sur le levier de transmission (14) ;
    caractérisée en ce que le levier d'accouplement (13) est raccordé de manière articulée à la poulie de sortie (12), sachant que le levier d'accouplement (13) est déplaçable de façon linéaire.
  2. Serrure de porte de véhicule à moteur selon la revendication 1, caractérisée en ce que l'unité de verrouillage (11, 12) bloque de façon motorisée le levier de transmission (14) sur la position « verrouillé ».
  3. Serrure de porte de véhicule à moteur selon l'une des revendications précédentes, caractérisée en ce que l'unité de verrouillage (11, 12) permet au levier de transmission (14) de se déplacer librement lorsqu'en position « déverrouillé ».
  4. Serrure de porte de véhicule à moteur selon l'une des revendications précédentes, caractérisée en ce que le mécanisme (6a, 6b) à levier d'actionnement exécute, en cas d'accident, une marche à vide par rapport au levier de transmission (14), lequel au cours de cette opération demeure pour l'essentiel sur sa position en raison de son inertie de masse.
  5. Serrure de porte de véhicule à moteur selon l'une des revendications précédentes, caractérisée en ce que le mécanisme (6a, 6b) à levier d'actionnement transfère, lors d'un actionnement normal, le levier de transmission (14) sur la position « déverrouillé » pour ouvrir le mécanisme de verrouillage (2, 3).
  6. Serrure de porte de véhicule à moteur selon l'une des revendications précédentes, caractérisée en ce que le mécanisme (6a, 6b) à levier d'actionnement et le levier de transmission (14) sont reliés entre eux de manière articulée.
  7. Serrure de porte de véhicule à moteur selon l'une des revendications précédentes, caractérisée en ce que le levier de transmission (14) est précontraint, par rapport au mécanisme (6a, 6b) à levier d'actionnement, au moyen d'un ressort (16).
  8. Serrure de porte de véhicule à moteur selon l'une des revendications précédentes, caractérisée en ce que le centre de gravité de la masse du levier de transmission (14) est situé dans la zone de l'axe de rotation (18) du levier de transmission (14).
EP14792729.7A 2013-09-27 2014-09-09 Serrure de portière de véhicule automobile Active EP3060735B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013110756.7A DE102013110756A1 (de) 2013-09-27 2013-09-27 Kraftfahrzeugtürschloss
PCT/DE2014/100321 WO2015043575A1 (fr) 2013-09-27 2014-09-09 Serrure de portière de véhicule automobile

Publications (2)

Publication Number Publication Date
EP3060735A1 EP3060735A1 (fr) 2016-08-31
EP3060735B1 true EP3060735B1 (fr) 2019-10-30

Family

ID=51845259

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14792729.7A Active EP3060735B1 (fr) 2013-09-27 2014-09-09 Serrure de portière de véhicule automobile

Country Status (5)

Country Link
US (1) US10745944B2 (fr)
EP (1) EP3060735B1 (fr)
CN (1) CN105765143B (fr)
DE (2) DE102013110756A1 (fr)
WO (1) WO2015043575A1 (fr)

Families Citing this family (8)

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Publication number Priority date Publication date Assignee Title
US20160258194A1 (en) * 2015-03-06 2016-09-08 Brose Schliesssysteme Gmbh & Co. Kg Motor vehicle lock
DE102015205345A1 (de) * 2015-03-24 2016-09-29 Kiekert Ag Betätigungseinrichtung für ein Kraftfahrzeugelektroschloss mit Federspeicher
DE202015104502U1 (de) * 2015-08-25 2016-11-28 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeugschloss
DE102015118860A1 (de) * 2015-11-04 2017-05-04 Kiekert Ag Kraftfahrzeugschloss
US10697205B2 (en) * 2017-02-15 2020-06-30 Gecom Corporation Vehicle door latch device
DE102017008519A1 (de) * 2017-09-09 2019-03-14 Daimler Ag Zentralverriegelungseinrichtung für ein Türschloss mit Unfall-Erkennungseinrichtung
DE102017124517A1 (de) * 2017-10-20 2019-04-25 Kiekert Ag Kraftfahrzeugschließsystem mit elektrischer Öffnungseinrichtung
DE102019127445A1 (de) * 2019-10-11 2021-04-15 Kiekert Aktiengesellschaft Kraftfahrzeugschloss, insbesondere Kraftfahrzeugtürschloss

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Publication number Priority date Publication date Assignee Title
EP1241305B1 (fr) * 2001-03-17 2004-11-10 Kiekert Aktiengesellschaft Serrure pour une porte de véhicule automobile
DE10220786B3 (de) * 2002-05-10 2004-03-11 Daimlerchrysler Ag Türschloss eines Kraftfahrzeuges
DE10327450B4 (de) * 2003-06-18 2012-04-19 Kiekert Ag Kraftfahrzeugtürverschluss
DE10332446A1 (de) * 2003-07-17 2005-02-10 Kiekert Ag Kraftfahrzeugtürverschluss
DE10336418B4 (de) * 2003-08-08 2012-03-01 BÖCO Böddecker & Co. GmbH & Co. KG Drehfallenschloss
DE102008028391A1 (de) 2008-06-13 2009-12-17 Huf Hülsbeck & Fürst Gmbh & Co. Kg Türaußengriff, insbesondere für Fahrzeuge
JP5285524B2 (ja) * 2009-07-22 2013-09-11 株式会社アンセイ 車両用ドアロック装置
JP5447860B2 (ja) * 2010-03-24 2014-03-19 アイシン精機株式会社 車両用ドアロック装置
DE102011100552A1 (de) 2010-05-05 2011-11-10 Inteva Products, Llc Fahrzeugtürschloss
DE102010049393A1 (de) 2010-10-26 2012-04-26 Kiekert Ag Kraftfahrzeugtürverschluss
US9194162B2 (en) 2011-07-14 2015-11-24 Inteva Products, Llc Vehicle door latch
CN103597155B (zh) 2011-09-27 2016-04-06 株式会社安成 车辆用门锁装置

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Also Published As

Publication number Publication date
WO2015043575A1 (fr) 2015-04-02
DE112014004434A5 (de) 2016-08-04
CN105765143A (zh) 2016-07-13
CN105765143B (zh) 2019-04-19
EP3060735A1 (fr) 2016-08-31
DE102013110756A1 (de) 2015-04-02
US20160281394A1 (en) 2016-09-29
US10745944B2 (en) 2020-08-18

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