JP2013189145A - Pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a pneumatic tire which reduces rolling resistance, and which is excellent in partial wear performance when it is mounted on a vehicle by imparting a camber.SOLUTION: A pneumatic tire includes a first belt layer 7 in which a cord having an angle to a tire equatorial plane of 15-75° is extended, and a second belt layer 8 in which a cord having an angle of 0-5°C is extended. In the second belt layer 8, the intermediate elongation of a second cord is 0.2-2.5%, and relation of 0.003<δ/Rs<0.02 is satisfied, where Rs is a radial direction length from a tire shaft to the tire equatorial plane S of the second belt layer 8, Re is a radial direction length Re to width direction outmost end, and δ is a difference between Rs and Re, and relation of Gs<Gc is satisfied, where Gc is a tread rubber gauge at the tire equatorial plane S of the belt layer located in a tire radial direction outside, and Gs is a tread rubber gauge at the width direction outmost end.

Description

  The present invention relates to a pneumatic tire.

  Conventionally, with the aim of reducing the weight of tires, studies have been made to reduce the number of belt layers that make up tire belts, especially for belt layers in which high-density materials such as steel are arranged. It has been broken. The prior art in this regard includes an inclined belt layer in which a cord inclined at a predetermined angle with respect to the tire equator plane is extended, and a cord that extends substantially parallel to the tire equator plane in a spiral shape. A pneumatic tire composed of two circumferential belt layers is known (for example, Patent Document 1).

JP-A-4-78602

  In the tire configured as described above, when the inner pressure is filled and a load is applied to roll the tire, a strong tension acts in the circumferential direction of the tire. Therefore, in order to ensure sufficient breaking strength, this tension is the same as this tension. The spiral cord extending in the direction uses a material having high strength and rigidity.

  By the way, since the tire belt is generally provided along the crown of the tread portion, there is a difference in the circumferential length of the tire between the center portion in the center in the width direction and the outer end portion in the width direction. Has occurred. As a result, the traveling speed of the end of the belt when the tire contacts and rolls on a flat road surface is slower than the traveling speed of the tire with respect to the road surface, so the tread rubber sandwiched between the belt and the road surface is The shearing force is received in the circumferential direction. In particular, when the spiral cord has high strength and high rigidity, the belt layer including this cord hardly expands and contracts, so that a greater shear deformation occurs in the tread rubber, resulting in a large energy loss and rolling. There was concern that resistance would increase.

  On the other hand, the belt is provided so as to be flat in the cross section in the tire width direction, and the increase in rolling resistance is suppressed by reducing the difference in the tire circumferential direction length between the center portion and the end portion. It is being considered.

  However, on the other hand, in order to obtain higher steering stability, the tire may be attached to the vehicle with a camber, and in the tire having the flat belt described above, a large grounding is provided at the grounding end of the tire. Since pressure is applied, there is a possibility that this part is worn early and the uneven wear performance is greatly impaired.

  The subject of this invention is providing the novel pneumatic tire which was excellent also in the uneven wear performance at the time of attaching a camber and attaching to a vehicle while reducing rolling resistance about a pneumatic tire.

The pneumatic tire of the present invention is a pneumatic tire including a carcass extending from a tread portion to a bead portion through a sidewall portion, and a belt disposed on the outer side in the tire radial direction of the carcass.
The belt includes a first belt layer in which a first cord extending at an angle in the range of 15 ° to 75 ° with respect to the tire equatorial plane and a range of 0 ° to 5 ° with respect to the tire equatorial plane. A second belt layer extending a second cord extending at an angle of
The second belt layer has an intermediate elongation of the second cord of 0.2% to 2.5%,
Rs is the radial length from the tire axis to the tire equatorial plane of the second belt layer in the cross section including the tire axis under no load while the tire is assembled to the applicable rim and filled with the prescribed air pressure. When the radial length from the tire axis to the outermost edge in the width direction of the second belt layer is Re, and the difference between the radial length Rs and the radial length Re is δ, Satisfies the relationship of 0.003 <δ / Rs <0.02,
In the cross section, a tread rubber gauge from the cord on the tire equatorial plane to the tread surface of the outer belt layer located on the outer side in the tire radial direction of the first belt layer and the second belt layer is denoted by Gc, When the tread rubber gauge from the cord at the outermost end in the width direction of the belt layer to the tread surface is Gs, the relationship of Gs <Gc is satisfied.

  Here, in this specification, the “intermediate elongation of the second cord” means the elongation at the time of pulling under a load of 66 N per cord at room temperature (25 ° C. ± 2 ° C.) according to JIS L 1017. (%).

  “Applicable rim” refers to the rim specified in the following standards according to the tire size, and “specified air pressure” refers to the air pressure specified in accordance with the maximum load capacity in the following standards. The maximum load capacity refers to the maximum mass that is allowed to be loaded on a tire according to the following standards. The air here can be replaced with an inert gas such as nitrogen gas or the like.

  The standard is determined by an industrial standard effective in the region where the tire is produced or used. For example, in the United States, “THE TIRE AND RIM ASSOCIATION INC. YEAR BOOK”, in Europe, “ “STANDARDS MANUAL” of “THE European Tire and Rim Technical Organization”, and “JATMA YEAR BOOK” of Japan Automobile Tire Association in Japan.

  The “tire axis” is the center axis (rotation axis) of the tire. Specifically, the tire is assembled to the applicable rim, filled with the prescribed air pressure, and the center axis under no load. Say.

  In the pneumatic tire of the present invention, it is preferable that the tread rubber gauges Gc and Gs satisfy the relationship of 0.5 ≦ Gs / Gc ≦ 0.9.

  In the pneumatic tire of the present invention, the ground contact end on the tread surface is T0, and the point on the tread surface located 2% of the tread contact width from the ground end on the inner side in the tire width direction is T1, and from the ground end When the point on the tread surface located 2% of the tread contact width on the tire width direction is T2, and the radius of the arc passing through the three points T1, T0, and T2 is R0, 20mm <R0 <60mm It is preferable to satisfy.

  Here, the “ground contact end” in this specification refers to the flat plate when the tire is assembled to the applicable rim and filled with the prescribed air pressure, and the maximum mass is loaded at a camber angle of 0 ° with respect to the flat plate. The contact position on the contact surface is the outermost contact position in the tire width direction, and the “tread contact width” is a straight distance in the tire width direction between the contact ends.

Rs is the radial length from the tire axis to the tire equatorial plane of the second belt layer in the cross section including the tire axis under no load while the tire is assembled to the applicable rim and filled with the prescribed air pressure. When the radial length from the tire axis to the outermost edge in the width direction of the second belt layer is Re, and the difference between the radial length Rs and the radial length Re is δ, By satisfying the relationship of 0.003 <δ / Rs <0.02, the high rigidity second belt layer having an intermediate elongation of 0.2% to 2.5% Since the circumferential length difference between the outer circumference and the outer side in the width direction becomes small, the shear deformation of the tread portion can be suppressed and the rolling resistance can be reduced.
Furthermore, in the same cross section, the tread rubber gauge from the cord on the tire equatorial plane to the tread surface of the outer belt layer located on the outer side in the tire radial direction of the first belt layer and the second belt layer is Gc, When the tread rubber gauge from the cord at the outermost end in the width direction of the outer belt layer to the tread surface is Gs, the entire tread portion can be rounded by satisfying the relationship of Gs <Gc. Thus, even when the rim-assembled tire is provided with a camber and attached to the vehicle, the partial wear performance is not impaired.

  As the tread rubber gauge Gs becomes smaller, the thickness at the shoulder portion becomes thinner, which may affect other performances of the tire (tire life, etc.). Therefore, the relationship between the tread rubber gauges Gc and Gs is 0. It is preferable to satisfy 5 ≦ Gs / Gc, and particularly when Gs / Gc ≦ 0.9, the rolling resistance can be reduced and the partial wear performance can be improved.

The ground contact edge on the tread surface is T0, the point on the tread surface located 2% of the tread ground contact width from the ground contact edge is T1, and the tire on the tread ground width is 2% of the tread ground contact width. When the point on the tread surface located on the outer side in the width direction is T2, and the radius of the arc passing through the three points T1, T0, and T2 is R0, if R0 is too small, the grounding at the grounding end of the tire When the pressure cannot be sufficiently suppressed and R0 is too large, a portion located on the outer side in the width direction from the ground contact end approaches the road surface. In this case, there is a concern that the variation in the contact width becomes large, and the various performances of the tires vary greatly.
On the other hand, when the radius R0 of the tread surface at the tire contact end satisfies the relationship of 20 mm <R0 <60 mm, it is possible to suppress the contact pressure at the contact end and improve the uneven wear performance. Variation in width can also be suppressed.

It is the figure which showed the cross section (tire width direction cross section) containing the axis | shaft of a tire about embodiment of the pneumatic tire according to this invention. FIG. 2 is a view taken along the line XX in FIG. 1, showing a structure inside the tire by partially breaking the tire. It is sectional drawing which shows other embodiment of the pneumatic tire according to this invention. It is a footprint by the tire of comparative example 1 (except for the groove part of a tire), (a) is a figure at the time of mounting on a vehicle with a camber angle of 0 °, and (b) is a vehicle with a camber angle of 2 °. It is a figure in the case of mounting | wearing. It is a footprint by the tire of the conformation example 3 (excluding the groove portion of the tire), (a) is a view when mounted on a vehicle with a camber angle of 0 °, (b) is a vehicle with a camber angle of 2 ° It is a figure in the case of mounting | wearing. It is a footprint by the tire of the conforming example 8 (excluding the groove portion of the tire), (a) is a view when mounted on the vehicle with a camber angle of 0 °, (b) is a vehicle with a camber angle of 2 ° It is a figure in the case of mounting | wearing.

Hereinafter, the present invention will be described more specifically with reference to the drawings.
In FIG. 1, 1 is a pair of bead portions located on both outer sides in the width direction of the tire, and 2 is a pair of sidewall portions extending from these bead portions 1 toward the outer side in the radial direction of the tire. Is a tread portion connected across the extending ends of the sidewall portions 2.

  Reference numeral 4 denotes a pair of bead cores disposed in the bead portion 1, and the bead cores 4 extend in the circumferential direction of the tire and have a ring shape.

Reference numeral 5 denotes a carcass extending in a toroidal manner between a pair of bead cores 4, and each end of the carcass 5 is wound around each bead core 4 from the inside to the outside. The carcass 5 is composed of at least one carcass ply. In the illustration of FIG. 1, the carcass 5 is shown as consisting of one carcass ply 5a. The carcass ply 5a, the code 5a ₁ as shown in FIG. 2, extend in a direction orthogonal to the tire equatorial plane S. Here, orthogonal to the tire equator plane S means that the angle with respect to the tire equator plane S is in the range of 85 ° to 95 °, and takes into account manufacturing errors. It is. Further, the cord 5a ₁ can be selected in various ways, and is adopted from, for example, organic fibers such as aramid, polyethylene and nylon, glass fibers, steel and the like.

  Reference numeral 6 denotes a belt disposed on the outer side in the radial direction of the tire with respect to the carcass 5. In the example shown in FIG. 1, the belt 6 is composed of two layers in which a second belt layer 8 is disposed radially outside the first belt layer 7. In addition, although comprised from these two layers is preferable at the point of aiming at the weight reduction of a tire, you may provide another belt layer. Further, the first belt layer 7 and the second belt layer 8 may be interchanged, and the first belt layer 7 may be disposed outside the second belt layer 8 in the radial direction.

As shown in FIG. 2, the first belt layer 7 includes a first cord 7 a that is inclined with respect to the tire equatorial plane S by an angle y. Here, in the present invention, the range of the angle y of the first cord 7a is set to 15 ° to 75 °. The reason is that if the angle with respect to the tire equatorial plane S is less than 15 °, the first cord 7a and the first cord 7a described later. This is because the pantograph effect necessary for securing the flexibility in the tire radial direction becomes difficult to obtain due to the cord 8a of 2 being approached in parallel, and when the angle with respect to the tire equatorial plane S similarly exceeds 75 °, This is because the 1 cord 7a and the cord 5a ₁ approach parallel and it is difficult to obtain the pantograph effect.

  The first cord 7a can be selected from various materials such as organic fibers such as aramid, polyethylene, and nylon, glass fibers, and steel.

  The second belt layer 8 includes a second cord 8a that extends substantially parallel to the tire equatorial plane S, specifically, an angle in the range of 0 ° to 5 ° in consideration of manufacturing errors. Yes.

  As shown in FIG. 2, the second cord 8a can be selected from various materials such as organic fibers such as aramid, polyethylene, and nylon, glass fibers, and steel. The second belt layer 8 may be configured by arranging a plurality of the second cords 8a in parallel with the tire equatorial plane S, or may be configured as a spiral cord wound in a spiral.

  Here, when the second belt layer 8 is provided, when a narrow rubber provided with the second cord 8a is provided by being spirally wound along the circumferential direction of the tire, as shown in FIG. In addition, it is preferable to provide overlapping portions 8b on both outer sides in the width direction. As a result, the occurrence of separation based on the winding start end or winding end end of the second cord 8a is prevented.

  The second belt layer 8 has an intermediate elongation of 0.2% to 2.5%, thereby reducing the number of belt layers and reducing the weight of the tire. The strength and rigidity along the circumferential direction are secured.

  In addition, the second belt layer 8 is assembled from the tire shaft to the second belt layer 8 in a cross section including the tire shaft under no load while the tire is assembled to the application rim and filled with the prescribed air pressure. The radial length from the tire equator plane S to Rs, the radial length from the tire axis to the outermost edge in the width direction of the second belt layer 8 as Re, and the radial length Rs and the radial length. When the difference from Re is δ, the relationship of 0.003 <δ / Rs <0.02 is satisfied.

  Here, as shown in FIG. 1, the radial length Rs is the distance from the tire axis (not shown) to the center of the second cord 8 a located on the tire equatorial plane S of the second belt layer 8. When the second cord 8a is not located on the tire equator plane S, the cord closest to the equator plane S is pointed to. The radial length Re is the distance from the tire axis to the center of the second cord 8a located on the outermost side in the width direction of the second belt layer 8, and has the overlapping portion 8b shown in FIG. Is a code located on the outermost side except for the overlapping portion 8b.

  Further, as shown in FIG. 1, the tire equator of the outer belt layer (the second belt layer 8 in the illustrated example) located on the outer side in the tire radial direction among the first belt layer 7 and the second belt layer 8. The tread rubber gauge from the cord on the surface S (second cord 8a in the illustrated example) to the tread surface H is Gc, and the tread rubber gauge from the cord at the outermost end in the width direction of the outer belt layer to the tread surface H is Gs. In this case, the relationship of Gs <Gc is satisfied.

  Here, the tread rubber cage Gc is an outer peripheral surface of a cord located on the tire equatorial plane S of the outer belt layer (or a cord closest to the equator plane S when no cord is located on the tire equator plane S). The tread rubber gauge Gs is a cord at the outermost end in the width direction of the outer belt layer (in the case of having the overlapping portion 8b shown in FIG. 3). The minimum thickness of the rubber positioned between the outer peripheral surface of the outermost cord excluding the overlapping portion 8b and the tread surface is meant.

Here, in the second belt layer 8 having increased strength and rigidity along the circumferential direction of the tire, when the value of δ / Rs is too large, the circumferential length on the tire equatorial plane S and the circumferential length at the outermost end in the width direction. Since the difference with the direction length increases, the shear deformation of the tread rubber sandwiched between the second belt layer 8 and the road surface increases, the rolling resistance increases, and when the value of δ / Rs is too small, There is a concern that the shape of the second belt layer 8 becomes flat and the contact pressure at the contact end increases, and the uneven wear performance is impaired. On the other hand, when the relationship of 0.003 <δ / Rs <0.02 is satisfied, the rolling resistance can be reduced and the uneven wear performance is not greatly impaired.
Further, when the tread rubber gauges Gc and Gs satisfy the relationship of Gs <Gc, the end of the tread portion 3 can be rounded, so that the rim assembled tire is attached to the vehicle with camber. Even in this case, uneven wear performance is not impaired. In particular, in the relationship between the tread rubber gauges Gc and Gs, if Gs becomes extremely small, the groove depth at the end of the tread portion becomes too shallow, resulting in a short wear life, and Gs is almost equal to Gc. Then, improvement in uneven wear performance cannot be expected, but if it is in the range of 0.5 ≦ Gs / Gc ≦ 0.9, reduction of rolling resistance and improvement of uneven wear performance may be made more advantageous. it can.

  Then, the ground contact end on the tread surface is T0, and the point on the tread surface located 2% of the tread ground contact width W from the ground contact T0 (indicated by the symbol u in FIG. 1) on the tire width direction is T1. A point on the tread surface located 2% of the tread contact width from the contact end T0 on the outer side in the tire width is T2, and a radius of an arc passing through three points T1, T0, and T2 is R0. Is in the range of 20 mm <R0 <60 mm, it is possible to increase the uneven wear performance by suppressing the contact pressure at the contact end, and at the same time, the variation in the contact width of the tire can be suppressed. Variations in various performances of the tire due to variations in tires can also be effectively suppressed.

  A tire of size 255 / 35R18 having the first belt layer and the second belt layer shown in Table 1 and having the structure shown in FIG. 3 and having the dimensions shown in Table 1 is manufactured. In addition, the uneven wear performance and the contact width variation were investigated. The results are also shown in Table 1. In each tire, the carcass uses one carcass ply, and the carcass ply cord is a polyethylene stranded wire, and this cord extends in a direction of 90 ° with respect to the tire equatorial plane. The first belt layer uses a steel cord extending at an angle of 30 degrees with respect to the tire equatorial plane, and the second belt layer disposed radially outside the first belt layer includes a tire cord. A steel spiral cord extending parallel to the equatorial plane was used.

  The intermediate elongation of the second cord in the second belt layer is in accordance with JIS L 1017, pulled at a room temperature (25 ° C. ± 2 ° C.) under a load of 66 N per cord, and the elongation (% ) Was measured.

  The dimensions of the tires (radial length Rs, difference δ) were measured after each tire was assembled to an applicable rim defined by JATMA, an internal pressure of 180 kPa was applied and left at room temperature for one day or longer.

  The radius R0 of the tread surface at the ground contact edge of the tire is the maximum load corresponding to an internal pressure of 180 kpa after first assembling to an applicable rim specified by JATMA, applying an internal pressure of 180 kPa and leaving it to stand at room temperature for one day or more. The position and the ground contact width W of the ground end T0 were obtained from the ground shape transferred onto the paper by loading the capacity and pressing it against the thick paper (camber angle was 0 °). 4 (a), 5 (a), and 6 (a) are schematic views of footprints at a camber angle of 0 ° for the tires of Comparative Example 1, Fit Example 3, and Fit Example 8, respectively. Then, the shape of the tread surface is measured by a laser displacement meter, and T1 and T2 are points positioned on the inside and outside of the tire width direction by 2% of the ground contact width from the ground contact end T0, respectively. The radius of the arc passing through T0 and T2 was R0. In addition, the schematic diagram of the footprint when the camber angle is 2 ° for each of the tires of Comparative Example 1, Applicable Example 3, and Applicable Example 8 (the tire is stronger on the right side of each figure due to the provision of the camber angle) 4 (b), FIG. 5 (b), and FIG. 6 (b) are shown in FIG.

  The tread rubber gauges Gc and Gs cut the tire perpendicular to its equator plane, draw a vertical line from the tread surface toward the center of the cord of the second belt layer, which is the outer belt layer, on the line. It was determined by the shortest distance between the tread surface and the outer peripheral surface of the cord.

  In the rolling resistance test, each tire was assembled to the rim, an internal pressure of 210 kPa was applied, and the rolling resistance of the axle was investigated using a drum testing machine including a drum having a diameter of 1.7 m whose surface is an iron plate. At this time, the speed was 80 km / h, the load was 4.70 kN, and the camber angle was 0 °. Then, with Comparative Example 1 as 100, each rolling resistance was evaluated by an index. The results are shown in Table 1. The smaller the number, the better the performance.

  The uneven wear performance was investigated using a drum testing machine in which each tire was assembled to the rim, an internal pressure of 210 kPa was applied, and the surface of a drum having a diameter of 1.7 m was covered with a covering material for promoting wear. At this time, the speed was 80 km / h. The tire input was continued for 10 minutes with free rolling for 10 minutes after adding a camber angle of 2 °, and then adding 0.1G in the braking direction for 10 minutes, and repeating this until 5000 km travel was completed. . Then, the groove depth is measured at a portion of the tread portion located on the tire equatorial plane (center portion) and a portion (shoulder portion) 15 mm inside from the ground contact edge, and the difference in groove depth before and after running is measured. The amount of wear at each part was calculated as the amount of wear. The wear amount of the shoulder portion uses the larger value on the left and right in the tire width direction. The results are shown in Table 1 as a ratio of “amount of wear at the center portion / amount of wear at the shoulder portion”. The closer the ratio is to 1, the more uniformly it is worn, which means that the uneven wear performance is excellent. At this time, if the wear amount ratio is larger than 1, it means that the wear of the center portion is fast, and if the wear amount is small, it means that the wear of the shoulder portion progresses quickly. If it is 1.8 or more, it is considered that uneven wear has advanced remarkably.

  For the variation in the contact width, the contact width W of 10 tires was measured for the measured value of the contact width W used when calculating the radius R0 described above, and the standard deviation was calculated from the measured value. And the standard deviation of the comparative example 1 was set to 100, and it evaluated by the index | exponent. The results are shown in Table 1. The smaller the number, the smaller the variation.

  As a result, the rolling resistance of the tires (Comparative Examples 3 to 5) in which δ / Rs is 0.003 or less or 0.02 or more and the tires in which Gs / Gc = 1 (Comparative Examples 1 to 3) are increased. Moreover, the partial wear performance with the camber applied cannot be sufficiently satisfied. On the other hand, tires in which δ / Rs is larger than 0.003 and smaller than 0.02 (Compliance Examples 1 to 9) can suppress rolling resistance, and further tires that satisfy Gs / Gc ≦ 0.9 ( It was confirmed that the conforming examples 2 to 9) were excellent in uneven wear performance with the camber applied. As R0 increases, the variation in the contact width gradually increases as shown in Table 1, while the road surface of the tire increases as shown in FIGS. 4 (b), 5 (b), and 6 (b). As shown in Table 1, it was found that the uneven wear performance can be improved as a result of the contact of the contact being made more uniform over the entire width of the tire. In this case, it was confirmed that if 20 mm <R0 <60 mm, the ground contact width does not vary so much and the rolling resistance is reduced and the uneven wear performance is improved.

  ADVANTAGE OF THE INVENTION According to this invention, while reducing rolling resistance, the novel pneumatic tire which was excellent also in the partial wear performance at the time of providing a camber and attaching to a vehicle can be provided.

DESCRIPTION OF SYMBOLS 1 Bead part 2 Side wall part 3 Tread part 4 Bead core 5 Carcass 5a Carcass ply 6 Belt 7 1st belt layer 7a 1st cord 8 2nd belt layer 8a 2nd cord S Tire equatorial plane

Claims (3)

In a pneumatic tire comprising a carcass extending from a tread portion to a bead portion through a sidewall portion, and a belt disposed on the outer side in the tire radial direction of the carcass,
The belt includes a first belt layer in which a first cord extending at an angle in the range of 15 ° to 75 ° with respect to the tire equatorial plane and a range of 0 ° to 5 ° with respect to the tire equatorial plane. A second belt layer extending a second cord extending at an angle of
The second belt layer has an intermediate elongation of the second cord of 0.2% to 2.5%,
Rs is the radial length from the tire axis to the tire equatorial plane of the second belt layer in the cross section including the tire axis under no load while the tire is assembled to the applicable rim and filled with the prescribed air pressure. When the radial length from the tire axis to the outermost edge in the width direction of the second belt layer is Re, and the difference between the radial length Rs and the radial length Re is δ, Satisfies the relationship of 0.003 <δ / Rs <0.02,
In the cross section, a tread rubber gauge from the cord on the tire equatorial plane to the tread surface of the outer belt layer located on the outer side in the tire radial direction of the first belt layer and the second belt layer is denoted by Gc, A pneumatic tire characterized by satisfying a relationship of Gs <Gc, where Gs is a tread rubber gauge from the cord at the outermost end in the width direction of the belt layer to the tread surface.   The pneumatic tire according to claim 1, wherein the tread rubber gauges Gc and Gs satisfy a relationship of 0.5 ≦ Gs / Gc ≦ 0.9.   The ground contact end on the tread surface is T0, the point on the tread surface located 2% of the tread contact width from the contact end in the tire width direction is T1, and 2% of the tread contact width from the contact end in the tire width direction. The point on the tread surface located outside is T2, and when the radius of the arc passing through the three points T1, T0, and T2 is R0, the relationship of 20 mm <R0 <60 mm is satisfied. Pneumatic tire.

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