GB2181192A - Drive arrangement, especially for a motor vehicle - Google Patents

Drive arrangement, especially for a motor vehicle Download PDF

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Publication number
GB2181192A
GB2181192A GB08619833A GB8619833A GB2181192A GB 2181192 A GB2181192 A GB 2181192A GB 08619833 A GB08619833 A GB 08619833A GB 8619833 A GB8619833 A GB 8619833A GB 2181192 A GB2181192 A GB 2181192A
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GB
United Kingdom
Prior art keywords
clutch
wheel
fly
ofthe
input
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.)
Withdrawn
Application number
GB08619833A
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GB8619833D0 (en
Inventor
Erich Scheer
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.)
ZF Sachs AG
Original Assignee
Fichtel and Sachs AG
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.)
Filing date
Publication date
Application filed by Fichtel and Sachs AG filed Critical Fichtel and Sachs AG
Publication of GB8619833D0 publication Critical patent/GB8619833D0/en
Publication of GB2181192A publication Critical patent/GB2181192A/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/46—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which two axially-movable members, of which one is attached to the driving side and the other to the driven side, are pressed from one side towards an axially-located member
    • F16D13/48—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which two axially-movable members, of which one is attached to the driving side and the other to the driven side, are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member
    • F16D13/50—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which two axially-movable members, of which one is attached to the driving side and the other to the driven side, are pressed from one side towards an axially-located member with means for increasing the effective force between the actuating sleeve or equivalent member and the pressure member in which the clutching pressure is produced by springs only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

In addition to the fly-wheel (111), connected with the crank-shaft (103) of an internal combustion engine, of a motor vehicle friction clutch (105) the gear input shaft (107) is couplable through an additional clutch (149), especially a disc friction clutch, with a second fly-wheel (147). The additional clutch (149) is integrated into the clutch releaser (133) and is held engaged by a spring (221) when the clutch releaser (133) is not loaded. The spring (221) is arranged in the release force transmission path of the clutch releaser (133). In the release of the friction clutch (105) firstly the additional clutch is opened and the second fly-wheel (147) is uncoupled from the gear input shaft (107), before the friction clutch (105) is disengaged. The second fly-wheel surrounds the clutch releaser, whereby a relatively slight axial construction depth is achieved. <IMAGE>

Description

SPECIFICATION Drive arrangement, especially for a motor vehicle The invention relates to a drive arrangement, especiallyfora motor vehicle.
From German Publication Specification No.
3,404,738 a drive arrangement for a motor vehicle is known in which, to reduce rotational vibrations ofthe drive line consisting of internal combustion engine, friction clutch and gears, in additiontothefly-wheel mounted on the crank-shaft of the internal combustion engine a second fly-wheel is couplable with the input shaft of the gears through an additional clutch.
The additional clutch is controlled so that when the friction clutch is engaged the second fly-wheel is connected with the gear-input shaft and increases the moment of inertia ofthevibratable parts of the drive line, while when the friction clutch is disengaged the second fly-wheel is uncoupled from the gearinput shaft in order to keep the moment of inertia of thegearssmall andtofacilitatechanging ofthe gears.
In the known drive arrangement the second flywheel is arranged axially between the first fly-wheel and the clutch disc ofthefriction or axially between the releaser ofthe friction clutch and the gears. In both cases this leads to comparatively large axial dimensions, and constructive modifications ofthe drive line are necessary.
The present invention preferably improves the known drive arrangement so that the axial space requirement is reduced with comparatively small constructive modifications to the conventional com ponents ofthe drive line, especially the friction clutch.
Within the scope ofthe invention an additional clutch controlling the second fly-wheel is integrated into the clutch releaser. The additional clutch is here arranged between a non-rotating ring part loaded by the actuation force in the release of the friction clutch and a rotating ring part ofthe clutch releaser acting upon the clutch spring ofthefriction clutch, and comprises a spring in theforce-transmission path between the two ring parts. The spring closes the additional clutch as long astheclutch releaser is notloa dedforthe release ofthefriction clutch. In releasing the spring is loaded contrarily of its initial stress force and the additional clutch is opened at the same time or before the release of the friction clutch.
The axial space re-quirement of the arrangement according to the invention is comparatively small, since the axial overall space necessary in any case for the clutch releaser is utilised. This is valid especially when the second fly-wheel is arranged axially between the clutch cover and the gearing and encloses the clutch releaser and/orthe additional clutch. The second fly-wheel is expediently mounted on the clutch cover. Bearing extension pieces necessary for this purpose can be formed without problem on the clutch cover.
In a preferred form of embodiment the additional clutch includes two axially mutually relatively movable support elements which enclose the spring of the additional clutch axially between them and in turn are arranged axially between the rotating and non-rotating ring parts of the clutch releaser. One of the two support elements is expediently formed as a sleeve part which extends axially past the input part and the output part ofthe additional clutch and holds the input and output parts together with the spring stressed between two axially mutuallyfacing stop faces. The other support part acts, on actuation of the clutch releaser, in the release direction upon the spring and relievesthe input and output parts ofthespring forceforthe opening of the additional clutch.
The additional clutch is preferably a friction clutch, especially a disc clutch. Since thefriction torque of the additional clutch is not determined by the clutch spring ofthe starting and gear-change clutch ofthe drive line, a maximum fricton torque can be determined on exceeding of which the additional clutch and thus the second fly-wheel slip. The internal combustion engine in this way can be reliably started and stopped despite the increased torque fluctuation in these operational situations.
The second fly-wheel is expediently connected with the output part ofthe additional clutch through an elastic clutch element. The elastic clutch element compensates for axial position defects between the second fly-wheel and the input shaft ofthe gearing and can atthe same time be utilised as additional damperduring gear changing.
The drive arrangement according to the invention can be used both with pulled-type and with pressedtype friction clutches. In both cases itisadvantag- eous that the actuating force necessary for the actuation ofthe friction clutch is not increased by the spring of the additional clutch. The spring of the additional clutch is dimensioned for a lower spring force than the clutch spring ofthefriction clutch and is arranged in series therewith in the actuation force path.
Examples of embodiment of the invention areto be explained in greater detail below by reference to drawings, wherein: Figure 'shows a partial diagrammatic axial long itudinalsectionthrougha partofadrivearrange- mentofa motor vehicle and Figure 2 shows a partial diagrammatic axial long itudinalsectionthrougha partofavariantofthe drive arrangement.
Figure 1 shows partially diagrammatically an internal combustion engine 1 of a motorvehicle,the crank-shaft 3 ofwhich is connected through a friction clutch 5, serving as starting and gear-changing clutch, with an inputshaft7 of a change-speed gear9.
The friction clutch 5 is substantially of conventional formation and comprises a fly-wheel 11 screwed coaxially to the crank-shaft 3, to which in turn a clutch cover or housing 15 is screwed by means of screws 13 on the side axially facing the gearing 9. In the clutch cover 15 a presser plate 17 is guided,forexample by means oftangential straps 19, fast in rotation but axially displaceably on the fly-wheel 11, and for this purpose the tangential straps 19 may be held through the clutch cover 15 on thefly-wheel 11 .Axially between the fly-wheel 11 and the presser plate 17 there is arranged a clutch disc 21 which may be provided with conventional torsional vibration dampers, of which discthe hub 23 provided with internal toothing is coupled through an external toothing 25 ofthe gear-input shaft7 fast in rotation but axially displaceablywith the gear-input shaft 7. Between the clutch cover 15 and the pressure plate 17 there is clamped a diaphragm spring 27 of substantially annular disk form which presses the presser plate 17 through friction linings 29 of the clutch disc 21 againstthefly-wheel 11.A plurality of spring tongues 31 protrudes radially inwards from the internal circumference of the diaphragm spring 27. A clutch releaser33 displaceable along the gear-input shaft7 lies witch a rotating bearing ring 35 of an axial thrust ball-bearing 37 against the free ends of the spring tongues 31 of the diaphragm spring 27. On charging of a stationary bearing ring 39 of a second axial thrust ball-bearing 41 with a release force in the direction of an arrow 43, generated by a force-transmission system (not shown further) the clutch releaser 33 as a whole is displaced along the gear-input shaft 7 towards the fly-wheel 11, whereby the presser plate 17 is lifted awayfrom the clutch disc 21 and the friction clutch 5 is disengaged.The friction clutch 5 is engaged again by relief of the clutch releaser 33.
On an extension piece 45 protruding from the clutch cover axiallytowardsthe gearan additional fly-wheel mass or a second fly-wheel 47 is mounted through a ball-bearing 46 coaxiallywith the gearinput shaft 7 and annularly encloses the releaser 33 and is couplable with the gear-input shaft7 through a friction disc clutch 49 integrated into the releaser 33.
The construction ofthe discclutch 49 ensures that when the friction clutch is engaged, that is the clutch releaser 33 is unloaded, a predetermined maximum torque istransmittable between the gear-input shaft 7 and the fly-wheel 47, and that on the other hand whenthefriction clutch Sisdisengaged,thatisthe clutch releaser 33 is loaded, the fly-wheel 47 is uncoupled from the gear-input shaft 7. In this case it is ensured that the disc clutch 49 opens beforethefric- tion clutch 5 is disengaged and closes after the clutch 5 has been engaged.
The disc clutch 49 includes a sleeve part 51 which is coupled fast in rotation but axially displaceablywith an external toothing 55 ofthe gear-input shaft 7, through an internal toothing 53. The sleeve part 51 is guided directly, that is without use of a guide sleeve ofthe gearing 9, on the gear-inputshaft 7. ltisprov- ided with an annularflange 57 which forms the other bearing race ring ofthe axial thrustball-bearing 37.
An abutment ring 61 is secured on the sleeve part 51 with axial spacing from the annularflange 57 by means or a circlip 59. Asupport part 65 substantially of sleeve form is guided fast in rotation but axially displaceably by means of a toothing 63 on the external circumference of the sleeve part 51. The support part 65 carries pegs 67 emerging through openings ofthe abutment ring 61, on which the rotating bearing race ring 69 of the axial thrust ball-bearing 41 is supported. Axially between the supportflange 57 andtheabutmentring 61 the support part 65 carries a thrust ring 71.A disc pack of the disc clutch 49, consisting of input discs 73, output discs 75 and friction rings 77 arranged in each case between these discs, is arranged axially between the thrust ring 71 and the abutment ring 61. The input discs 73 are connected fast in rotation but axially displaceablythrough an external toothing ofthe support part 65 and are coupled through the support part 65 and the sleeve part 51 fast in rotation with the gear-input shaft 7. The output discs 75 are connected through a toothing fast in rotation but axially displaceablywith a sleeve 77 guided rotatably but axiallyfixedly on the sleeve part 51. The sleeve 77 in turn is coupled through a toothing 79 fast in rotation but axially displaceably with an intermediate ring 81 on the internal circumference of the fly-wheel 47.The intermediate ring 81 is secured through a coupling ring 83 of rubber-elastic material on the main part ofthe fly-wheel 47 mounted through the ball-bearing 46 on the extension piece 45. Axially between the thrust ring 71 and the bearing flange 57 there is seated a dished spring 85 which compresses the disc pack 73,75 with a predetermined initial stress force when the clutch releaser 33 is not loaded.
The initial stress force of the dished spring 85 is less than the actuation force necessaryforthe release of the diaphragm spring 27.
When the clutch releaser 33 is not loaded the disc clutch 49 is closed and the fly-wheel 47 is coupled through the sleeve 77, the disc pack 73,75, the sup- port part65 and the sleeve part 51 with the gear-input shaft 7, so that its moment of inertia is added to the moment of inertia of the fly-wheel 11.
If the clutch releaser 33 is loaded by charging of its stationary bearing race ring 39 with an actuation force in the direction ofthe arrow 43, the actuation force acts through the axial thrust ball-bearing 41 upon the support part 65, which through thethrust ring 71 lifts the dished spring 85 away from the disc pack 73,75. Since the initial stress force ofthe dished spring 85 is less than the force necessaryfortheactu- ation of the diaphragm spring 27, firstly the disc clutch 49 will be opened and the fly-wheel 47 uncoupled from the gear-input shaft 7, before thefric- tion clutch 5 is disengaged. Stops on the bearing flange 57 and the thrust ring 71 limit the spring travel ofthe spring 85 in the release direction.On unloading of the clutch releaser 33 firstly the friction clutch 5 is engaged, before the disc clutch 49 is closed.
When the friction clutch 5 is engaged the dished spring 85 determines the maximum transmittable friction torque of the disc clutch 49. On exceeding of this torque threshold, for example by reason of torque fluctuations in the starting and stopping of the internal combustion engine, the disc clutch 49 can slip. The maximum friction torque can be so dimensioned that it can also be deliberately used for the damping oftorsional vibrations, when the friction clutch 5 is engaged. Likewise the elasticoupling ring 83 can be used not onlyforthe compensation of def ects of axial position, butalso forthe damping oftor- sional vibrations.
Figure 2 shows a variant ofthe drive arrangement which differs from the arrangement acccrding to Figure 1 substantially only in the configuration of its disc clutch. Parts of like effect are designated with reference numerals increased by the numer 100. For more detailed explanation reference is made to the description of Figure 1.
The disc clutch 149 has a plurality of input discs 201 from which tubular extension pieces 203 arranged coaxially one within the other protrude axiallytow ardsthe hub 123 ofthe clutch disc 121 and engage through toothings 205 in the external toothing 125 of the gear-input shaft 107, provided for coupling with the clutch disc 121. Forthis purposethe toothing 125 is prolonged substantially bythe release distance of the clutch releaser 133, but can be made shorterthan thetoothings 25,55 according to Figure 1. The input discs 201 alternate with output discs 207 which engage attheir external circumference fast in rotation but axially displaceably in an internal toothing 209 on the internal circumference ofthe fly-wheel 147.
Furthermore a sleeve part 201 is guided axially displaceably in the internal circumference ofthe flywheel 147. The toothings of the output discs 207 pass through slots 213 of the sleeve part 211 and couple the sleeve part 211 fast in rotation with the fly-wheel 147. Two circlips 215, inserted with axial spacing from one another into the sleeve part 211, form support faces for bearing rings 217,219, inserted axially between them, ofthe ball-bearings 137 and 141 respectively.Axially between the bearing ring 217 of the ball-bearing 137 adjacent to the friction clutch 105 and the disc pack 201,207 there is seated a dished spring 221 which, through a thrust ring 223, initially stressesthe disc pack201,207 againstan abutment face formed by the end face ofthe slots 213 ofthe sleeve part 211. The ball-bearing 141 is guided by means of its bearing ring 219 axially displaceably in the sleeve part 211, and displaceable pins 225 arranged axially between the bearing ring 219 and the thrust ring 223 and passing through openings ofthe disc pack 201,207 release the disc pack 201,207 on charging ofthe stationary bearing ring 139 with a clutch release force in the direction of the arrow 143, whereby the disc clutch 149 is opened before the release of the friction clutch 105 and on relieving ofthe clutch releaser 133 is closed only after the engage- ment ofthe fricton clutch 105. The drive arrangement according to Figure 2 is distinguished by an especially simple and axially short stype of construction.

Claims (11)

1.) Drive arrangement, especiallyfora motor vehicle, comprising a) an internal combustion engine (1; 101 ),the output shaft (3; 103) ofwhich is connected with a first fly-wheel (11; 111) coaxial with its axis of rotation, b) a gearing (9; 109),the input-shaft (7; 107) of which extends substantially coaxially with the output-shaft (3; 103), c) a friction clutch (5; 105) between the output shaft (3; 130) and the input shaft (7; 107), having a clutch cover (15; 115) connected firmly with thefirst fly-wheel (11; 111), a presser plate (17; 117) guided fast in rotation but axially displaceably in relation to thefirstfly-wheel (11; 111), a clutch disc (21; 121) arranged axially between the first fly-wheel (11; 111) and the presser plate (17; 117) and connected fastin rotation but axially displaceably with the input shaft (3; 103) and a clutch spring arrangement (27; 127) acting between the clutch cover (15; 115) and the presser plate (17; 1 17)which presses the presser plate (17; 117) through the clutch disc (21; 121) againstthefly-wheel (11; 111), d) aclutchreleaser(33; 133)surroundingthe input-shaft (7; 107) ofthe gear (9; 109) and dis placeable along the input shaft (7; 107) ofthe gear(9; 109) forthe engagement and disengagement of the friction clutch (5; 105), with a rotating ring part (35; 135) co-operating with the clutch spring device (27; 127) and a non-rotating ring part (39; 139) cooperating with the rotating ring part (35; 135) e) a second fly-wheel (47; 147) rotatable coaxially in relation to the first fly-wheel (11; 111), f) an additional clutch (49; 149) annularlysur rounding the input shaft (7; 107) ofthe gear (9,109), which couples the second fly-wheel (47; 147) with the input-shaft (7; 107) of the gear (9; 109) when thefriction clutch (5; 105) is engaged and uncouples it from the input shaft (7; 107) when the friction clutch (5; 105) is disengaged, the input part(73; 201) of which additional clutch is connected with the input shaft (7; 107) and the output part (75; 207) of which additional clutch is connected with the second fly-wheel (47; 147) and comprises a spring (85; 221)which initially stressesthe input part (73; 201 ) and the output part (75; 207) axially towards one another, characterised in that the rotating ring part (35; 135) and the non-rotating ring part (39; 139) of the clutch releaser (33; 133) are axially movable in relation to one another and are supported on one another in the release direction through the spring (85; 221) of the additional clutch (49; 149), in such a way that the nonrotating ring part (39; 139 in its movement in the release direction loads the spring (85; 221) against its initial stress force closing the additional clutch (49; 149) and opens the additional clutch (49; 149).
2.) Drive arrangement according to Claim 1, char- acterised in that the second fly-wheel (47; 147) surrounds the additional clutch (49; 149).
3.) Drive arrangement according to Claim 1 or2, characterised in that the input part (73; 201) ofthe additional clutch (49; 149 is connected fast in rotation but axially displaceably with the input shaft (7; 107) ofthe gear (9; 109) and the output part (75; 207) is connected fast in rotation but axially displaceably with the second fly-wheel (47; 147), and in that the spring (85; 221) of the additional clutch (49; 149) is arranged axially between two axially mutually relatively movable support elements (57,71; 217,223), ofwhich the first (57; 217 is supported on the rotating ring part (35; 135) rotatably in relation to the rotating ring part (35; 135 ofthe clutch releaser (33; 133) and ofwhich the second (71; 223) is supported on the non-rotating ring part (39; 139) rotatably in relation tothenon-rotating ring part (39; 139)oftheclutch releaser (33; 133).
4.) Drive arrangement according to Claim 3, characterised in that one (57; 217) of the two support elements is held on a sleeve part (65; 211) surrounding the input shaft ofthe gear, in that the sleeve part (65; 211) carries two stop faces (on 57,61; on 215) pointing axiallytowards one another, between which the input part (73; 201), the output part (75; 207) and the spring (85; 221) are clamped in axially and in that the other support element (71; 223) is guided axially displaceably on the sleeve part (65; 211).
5.) Drivearrangementaccordingto Claim 4,characterised in that the sleeve part (65) engages with an internal toothing (53) fast in rotation but axially displaceably in an external toothing (55) ofthe input shaft (7) of the gear (9) and in that the input part (73) ofthe additional clutch (49) surrounds the sleeve part (65) and is coupled therewith fast in rotation but axi ally displaceably.
6.) Drive arrangement according to Claim 4, characterised in that the sleeve part (211) is guided axially displaceably on the second fly-wheel (147) and in thatthe input part (201) of the additional clutch (149) engages with an internal toothing (205) fast in rotation but axially displaceably in an external toothing (125) ofthe inputshaft(107) ofthegear(109).
7.) Drive arrangement according to Claim 6, characterised in that the input part (201) carries an extension piece (203) protruding axially to the clutch disc (121) and in that the internal toothing (205) is provided on the gree end of the extension piece (203).
8.) Drive arrangement according to one of Claims 1 to 7, characterised in thatthe second fly-wheel (47; 147) is mounted on the clutch cover(15; 115).
9.) Drive arrangement according to one of Claims 1 to 8, characterised in that the additional clutch is formed as a disc clutch (49; 149), the input part (73; 201) and the output part (75; 207) each comprising several clutch discs alternating with one another.
10.) Drive arrangement according to one of Claims 1 to 9, characterised in thatthe second fly- wheel (47) is connected through an elastic coupling element (83) with the output part (75) of the additional clutch (49).
11.) Drive arrangement as claimed in claim 1, substantially as described herein with reference to any one of the examples shown in the accompanying drawings.
GB08619833A 1985-10-04 1986-08-14 Drive arrangement, especially for a motor vehicle Withdrawn GB2181192A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19853535439 DE3535439A1 (en) 1985-10-04 1985-10-04 DRIVE ARRANGEMENT, IN PARTICULAR FOR A MOTOR VEHICLE

Publications (2)

Publication Number Publication Date
GB8619833D0 GB8619833D0 (en) 1986-09-24
GB2181192A true GB2181192A (en) 1987-04-15

Family

ID=6282743

Family Applications (1)

Application Number Title Priority Date Filing Date
GB08619833A Withdrawn GB2181192A (en) 1985-10-04 1986-08-14 Drive arrangement, especially for a motor vehicle

Country Status (3)

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DE (1) DE3535439A1 (en)
FR (1) FR2591956A1 (en)
GB (1) GB2181192A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2236561A (en) * 1989-10-05 1991-04-10 Automotive Products Plc Friction clutch assembly

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4303303C1 (en) * 1993-02-05 1994-02-17 Freudenberg Carl Fa Automotive transmission system with clutch - has auxiliary clutch preventing relative rotation of torsional-vibration damper ring and operated simultaneously with main clutch
US10823231B2 (en) * 2018-09-26 2020-11-03 Deere & Company Damping member support and powertrain assembly for a work vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2236561A (en) * 1989-10-05 1991-04-10 Automotive Products Plc Friction clutch assembly
GB2236561B (en) * 1989-10-05 1994-01-19 Automotive Products Plc Friction clutch cover assemblies

Also Published As

Publication number Publication date
GB8619833D0 (en) 1986-09-24
FR2591956A1 (en) 1987-06-26
DE3535439A1 (en) 1987-04-09

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