JP2021049957A - tire - Google Patents

Abstract

To improve wet performance and partial wear resistance performance in a four-rib tire.SOLUTION: A tire has a tread portion 2. The tread portion 2 is formed by three circumferential grooves 3, and four land parts 4. The four land parts 4 are made from two shoulder land parts 10, a first crown land part 8 and a second crown land part 9. The first crown land part 8 is provided with a plurality of first crown sipes 13 crossing the first crown land part. The second crown land part 9 is provided with a plurality of second crown sipes 14 crossing the second crown land part 9. The first crown sipes 13 and the second crown sipes 14 are respectively inclined with respect to a tire axial direction, and extend in wave-shapes in a sipe depth direction. In a tread plane view, at least one of the second crown sipes 14 extends in a first area 15 where any one of the first crown sipes 13 is projected in parallel to the tire axial direction on the second crown land part 9.SELECTED DRAWING: Figure 1

Description

The present invention relates to a tire.

Various tires (hereinafter, may be referred to as "four-rib tires") in which the tread portion is divided by a circumferential groove and formed by four land portions have been proposed. (For example, see Patent Document 1 below.).

Japanese Unexamined Patent Publication No. 2016-168991

In general, 4-rib tires tend to have a larger width in each land area. On land with a large width, partial slippage is likely to occur with the road surface, and uneven wear is likely to occur. Further, the 4-rib tire tends to have insufficient frictional force in the tire axial direction due to the edge of the circumferential groove during wet running, and improvement in wet performance is desired.

The present invention has been devised in view of the above problems, and a main object of the present invention is to improve wet performance and uneven wear resistance in a 4-rib tire.

The present invention is a tire having a tread portion, and the tread portion is formed by three circumferential grooves extending continuously in the tire circumferential direction and four land portions divided by the circumferential groove. The four land parts are composed of two shoulder land parts and a first crown land part and a second crown land part provided between the two shoulder land parts. A plurality of first crown sipes crossing the first crown land portion are provided, and the second crown land portion is provided with a plurality of second crown sipes crossing the second crown land portion. Each of the 1 crown sipe and the 2nd crown sipe is inclined with respect to the tire axial direction and extends in a wavy shape in the sipe depth direction, and in the tread plan view, at least one of the 2nd crown sipe is , Any one of the first crown sipes extends in the first region projected parallel to the tire axial direction on the land portion of the second crown.

In the tire of the present invention, it is desirable that the first crown sipe and the second crown sipe each extend in a wavy shape in the sipe length direction.

In the tire of the present invention, it is desirable that the first crown sipe and the second crown sipe are inclined in the same direction with respect to the tire axial direction.

In the tire of the present invention, it is desirable that the overlapping length of the first region and the second crown sipe in the tire circumferential direction is 0.50 times or more the length of the first region in the tire circumferential direction.

In the tire of the present invention, it is desirable that the length of one pitch of the plurality of first crown sipes in the tire circumferential direction is 30% to 100% of the width of the first crown land portion in the tire axial direction.

In the tire of the present invention, it is desirable that the length of one pitch of the plurality of second crown sipes in the tire circumferential direction is 30% to 100% of the width of the second crown land portion in the tire axial direction.

In the tire of the present invention, the width of the first crown land portion in the tire axial direction is preferably 15% or more of the tread width.

In the tire of the present invention, the width of the second crown land portion in the tire axial direction is preferably 15% or more of the tread width.

In the tire of the present invention, the circumferential groove includes a crown circumferential groove between the first crown land portion and the second crown land portion, and the depth of the first crown sipe is the crown circumferential direction. It is preferably 40% to 90% of the groove depth.

In the tire of the present invention, the circumferential groove includes a crown circumferential groove between the first crown land portion and the second crown land portion, and the depth of the second crown sipe is the crown circumferential direction. It is preferably 40% to 90% of the groove depth.

In the tire of the present invention, the shoulder land portion includes a first shoulder land portion adjacent to the first crown land portion, and the circumferential groove is between the first crown land portion and the first shoulder land portion. It is desirable that the first shoulder land portion is provided with a plurality of first shoulder lateral grooves communicating with the first shoulder circumferential groove, including the first shoulder circumferential groove.

In the tire of the present invention, the end of the first shoulder lateral groove on the groove side in the first shoulder circumferential direction faces the end of the first crown sipe on the groove side in the first shoulder circumferential direction in the tire axial direction. It is desirable to have.

In the tire of the present invention, the first shoulder lateral groove is a non-overlapping portion extending outside a second region in which any one of the first crown sipes is projected onto the land portion of the first shoulder in parallel with the tire axial direction. It is desirable that the length of the non-overlapping portion in the tire circumferential direction is 0.80 times or more the length of the first shoulder lateral groove in the tire circumferential direction.

In the tire of the present invention, it is desirable that the first shoulder circumferential groove oscillates in the tire axial direction and extends in the tire circumferential direction.

In the tire of the present invention, it is desirable that the amplitude amount in the tire axial direction at the groove bottom of the first shoulder circumferential groove is larger than the amplitude amount in the tire axial direction of the groove edge of the first shoulder circumferential groove.

The tread portion of the tire of the present invention is formed of four land portions including two shoulder land portions and a first crown land portion and a second crown land portion provided between the two shoulder land portions. There is. The first crown land portion is provided with a plurality of first crown sipes that cross the first crown land portion, and the second crown land portion is provided with a plurality of second crown crossing the second crown land portion. A crown sipe is provided. The first crown sipe and the second crown sipe are each inclined with respect to the tire axial direction and extend in a wavy shape in the sipe depth direction.

The first crown sipe and the second crown sipe are deformed so as to close when each land portion touches the ground, and by providing an escape place for the deformation of the land portion, the land portion partially with respect to the road surface. Suppresses slipping and enhances uneven wear resistance. Further, since the first crown sipe and the second crown sipe extend in a wavy shape in the sipe depth direction, the sipe walls facing each other mesh with each other during driving and braking to suppress the opening of the sipe. Uneven wear around the sipe opening can also be suppressed. Further, the first crown sipe and the second crown sipe inclined with respect to the tire axial direction provide frictional force in the tire axial direction by their edges, which helps to improve wet performance.

In a tread plan view, at least one of the second crown sipes extends within a first region in which any one of the first crown sipes is projected onto the land portion of the second crown in parallel with the tire axial direction. In such an arrangement of the sipes, the first crown sipes and the second crown sipes can cooperate to provide a frictional force in the tire circumferential direction, and the wet performance can be enhanced.

It is a development view of the tread part of the tire of one Embodiment of this invention. It is an enlarged view of the 1st crown land part and the 2nd crown land part of FIG. FIG. 2 is a cross-sectional view taken along the line AA of FIG. It is an enlarged perspective view which shows the sipe wall of the 1st crown sipe and the 2nd crown sipe. It is an enlarged view of the 1st crown land part and the 1st shoulder land part of FIG. It is an enlarged view of the 1st crown land part and the 2nd crown land part of the tire of the comparative example.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a developed view of a tread portion 2 of a tire 1 showing an embodiment of the present invention. As shown in FIG. 1, the tire 1 of the present invention is suitably used as, for example, a pneumatic tire for a heavy load. However, the present invention is not limited to such usage.

The tread portion 2 is formed by three circumferential grooves 3 that extend continuously in the tire circumferential direction and four land portions 4 divided by the circumferential grooves 3.

The circumferential groove 3 is composed of a first shoulder circumferential groove 5, a second shoulder circumferential groove 6, and a crown circumferential groove 7. The first shoulder circumferential groove 5 is arranged between the tire equator C and one tread end Te. The second shoulder circumferential groove 6 is arranged between the tire equator C and the other tread end Te. The crown circumferential groove 7 is provided between the first shoulder circumferential groove 5 and the second shoulder circumferential groove 6. It is desirable that the crown circumferential groove 7 is provided on the tire equator C.

The "tread end Te" is the most when a normal load is applied to a tire 1 in a normal state, which is rim-assembled on a regular rim and is filled with a regular internal pressure, and is grounded on a flat surface at a camber angle of 0 degrees. This is the ground contact position on the outside in the tire axial direction. Unless otherwise specified, the dimensions and the like of each part of the tire are values measured in a normal state.

A "regular rim" is a rim defined for each tire in the standard system including the standard on which the tire is based. For example, "standard rim" for JATTA, "Design Rim" for TRA, and ETRTO. If so, it is "Measuring Rim".

"Regular internal pressure" is the air pressure defined for each tire in the standard system including the standard on which the tire is based. For JATMA, "maximum air pressure", for TRA, the table "TIRE LOAD LIMITS AT" The maximum value described in "VARIOUS COLD INFLATION PRESSURES", or "INFLATION PRESSURE" for ETRTO.

"Regular load" is the load defined for each tire in the standard system including the standard on which the tire is based. For JATMA, "maximum load capacity", for TRA, the table "TIRE LOAD LIMITS" The maximum value described in "AT VARIOUS COLD INFLATION PRESSURES", or "LOAD CAPACITY" for ETRTO.

The distance L1 in the tire axial direction from the tire equator C to the groove center line of the first shoulder circumferential groove 5 or the second shoulder circumferential groove 6 is, for example, 0.20 to 0.30 times the tread width TW. Is desirable. The tread width TW is the distance in the tire axial direction between the tread ends Te and Te in the normal state.

The groove width of each circumferential groove is preferably, for example, 5 to 7% of the tread width TW. From the same viewpoint, it is desirable that the depth of each circumferential groove is, for example, 10 to 20 mm in the case of the heavy-duty tire of the present embodiment.

The land portion 4 includes two shoulder land portions 10, a first crown land portion 8 and a second crown land portion 9 provided between them. The shoulder land portion 10 includes a first shoulder land portion 11 adjacent to the first crown land portion 8 via the first shoulder circumferential groove 5, and a second crown land portion 9 via the second shoulder circumferential groove 6. It consists of an adjacent second shoulder land portion 12. The first crown land portion 8 is divided between the first shoulder circumferential groove 5 and the crown circumferential groove 7. The second crown land portion 9 is divided between the second shoulder circumferential groove 6 and the crown circumferential groove 7.

FIG. 2 shows an enlarged view of the first crown land portion 8 and the second crown land portion 9. As shown in FIG. 2, the width W1 of the first crown land portion 8 in the tire axial direction and the width W2 of the second crown land portion 9 in the tire axial direction have treads of 15% or more of the width TW, respectively. Yes, preferably 15% to 25%.

The first crown land portion 8 is provided with a plurality of first crown sipes 13 that cross the first crown land portion 8. The second crown land portion 9 is provided with a plurality of second crown sipes 14 that cross the second crown land portion 9. Each of the first crown sipe 13 and the second crown sipe 14 is inclined with respect to the tire axial direction and extends in a wavy shape in the sipe depth direction. In addition, in this specification, a sipe means a notch having a width of 2.0 mm or less.

The first crown sipe 13 and the second crown sipe 14 are deformed so as to close when each land part touches the ground, and by providing an escape place for the deformation of the land part, the land part slides partially with respect to the road surface. And improve uneven wear resistance. Further, since the first crown sipe 13 and the second crown sipe 14 extend in a wavy shape in the sipe depth direction, the sipe walls facing each other mesh with each other during driving and braking to suppress the opening of the sipe. Uneven wear around the sipe opening can also be suppressed. Further, the first crown sipe 13 and the second crown sipe 14 inclined with respect to the tire axial direction provide frictional force in the tire axial direction by their edges, which helps to improve wet performance.

In a tread plan view, at least one of the second crown sipe 14 extends within the first region 15 in which any one of the first crown sipe 13 is projected onto the land of the second crown in parallel with the tire axis direction. .. For ease of understanding, in FIG. 2, one of the first regions 15 is lightly colored.

In such an arrangement of the sipes, the first crown sipes 13 and the second crown sipes 14 can cooperate to provide a frictional force in the tire circumferential direction, and the wet performance can be improved.

It is desirable that the first crown sipe 13 and the second crown sipe 14 are inclined in the same direction with respect to the tire axial direction. The angle θ1 of the first crown sipe 13 and the second crown sipe 14 with respect to the tire axial direction is, for example, 5 to 25 °. In a preferred embodiment, the first crown sipe 13 and the second crown sipe 14 are tilted at the same angle with respect to the tire axial direction. Such a first crown sipe 13 and a second crown sipe 14 provide a well-balanced frictional force in the tire circumferential direction and the tire axial direction during wet running. When the sipe extends in a wavy shape in the tread plane view as in the present embodiment, the angle θ1 is measured at the center line of the amplitude of the sipe.

The overlapping length L3 of the first region 15 and the second crown sipe 14 in the tire circumferential direction is preferably 0.50 times or more, more preferably 0, of the length L2 of the first region 15 in the tire circumferential direction. .80 times or more. In a more desirable embodiment, the overlapping length L3 is the same as the length L2 of the first region 15. Thereby, the above-mentioned effect is further enhanced.

FIG. 3 shows a cross-sectional view taken along the line AA of the first crown sipe 13 as a view showing the cross-sectional shape of the sipe. As shown in FIG. 3, the first crown sipe 13 may extend in a zigzag shape. The amplitude amount A1 (the amount of peak-to-peak amplitude, the same applies hereinafter) of the first crown sipe 13 in the cross section orthogonal to the sipe length direction is, for example, 0.5 to 2.5 mm, which is desirable. Is 1.0 to 2.0 mm. The same applies to the second crown sipe 14. As a result, molding defects during tire vulcanization are suppressed, and sipe opening is suppressed.

The depth of the first crown sipe 13 is, for example, 40% to 90%, preferably 60% to 80% of the depth of the crown circumferential groove 7. Similarly, the depth of the second crown sipe 14 is, for example, 40% to 90%, preferably 60% to 80% of the depth of the crown circumferential groove 7. Such a first crown sipe 13 and a second crown sipe 14 are useful for improving wet performance and uneven wear resistance in a well-balanced manner.

As shown in FIG. 2, in the present embodiment, in the tread plan view, the first crown sipe 13 and the second crown sipe 14 respectively extend in a wavy shape in the sipe length direction.

FIG. 4 shows an enlarged perspective view showing the sipe wall 20 of the first crown sipe 13 and the second crown sipe 14. As shown in FIG. 4, the first crown sipe 13 and the second crown sipe 14 of the present embodiment are configured as so-called 3D sipe that extend in a wavy shape in the sipe length direction and the sipe depth direction. In such a sipe, the sipe walls facing each other can be firmly engaged with each other, and the above-mentioned effect can be further enhanced.

As shown in FIG. 2, the amplitude amount A2 of the first crown sipe 13 and the second crown sipe 14 in the tread plan view is, for example, 1.0 to 3.5 mm, preferably 1.5 to 3.0 mm. Is. As a result, molding defects during tire vulcanization are suppressed, and sipe opening is suppressed.

The one-pitch length P1 of the plurality of first crown sipes 13 in the tire circumferential direction is 30% to 100% of the width W1 of the first crown land portion in the tire axial direction. The one-pitch length P2 of the plurality of second crown sipes 14 in the tire circumferential direction is 30% to 100% of the width W2 of the second crown land portion 9 in the tire axial direction. In a preferred embodiment, the one-pitch length P1 of the first crown sipe 13 and the one-pitch length P2 of the second crown sipe 14 are the same. Such a sipe arrangement enhances wet performance and uneven wear resistance in a well-balanced manner.

It is desirable that the end 13a on the crown circumferential groove 7 side of the first crown sipe 13 and the end 14a on the crown circumferential groove 7 side of the second crown sipe 14 are displaced in the tire circumferential direction. It is desirable that the amount of misalignment of these ends in the tire circumferential direction is 0.30 to 0.50 times that of the 1-pitch length P1 of the first crown sipe 13 for L4. As a result, uneven wear around the crown circumferential groove 7 is suppressed.

FIG. 5 shows an enlarged view of the first crown land portion 8 and the first shoulder land portion 11. As shown in FIG. 5, the width W3 of the first shoulder land portion 11 in the tire axial direction is, for example, 15% to 25% of the tread width TW.

The first shoulder land portion 11 is provided with a plurality of first shoulder lateral grooves 21. The first shoulder lateral groove 21 communicates with, for example, the first shoulder circumferential groove 5. As a preferred embodiment, the first shoulder lateral groove 21 of the present embodiment extends from the first shoulder circumferential groove 5 to the tread end Te.

The groove width W4 of the first shoulder lateral groove 21 is, for example, 0.10 to 0.30 times the groove width of the first shoulder circumferential groove 5. The depth of the first shoulder lateral groove 21 is 3.0 mm or less, preferably 1.5 to 3.0 mm. Such a first shoulder lateral groove 21 can suppress uneven wear of the first shoulder land portion 11 while maintaining wet performance.

The first shoulder lateral groove 21 includes a first portion 23 communicating with the first shoulder circumferential groove 5 and a second portion 24 communicating with the tread end Te side of the first portion 23.

The first portion 23 is inclined with respect to the tire axial direction, for example. It is desirable that the first portion 23 is inclined in the same direction as the first crown sipe 13, for example. The angle θ2 of the first portion 23 with respect to the tire axial direction is, for example, 5 to 25 °. The difference between the angle θ2 and the angle θ1 (shown in FIG. 2) of the first crown sipe 13 with respect to the tire axial direction is preferably 5 ° or less.

The length L5 of the first portion 23 in the tire axial direction is, for example, 0.40 to 0.60 times the width W3 of the first shoulder land portion 11 in the tire axial direction.

The second portion 24 is arranged at an angle smaller than that of the first portion 23 with respect to the tire axial direction, for example. The second portion 24 of the present embodiment extends parallel to the tire axial direction. Such a second portion 24 can suppress uneven wear near the tread end Te.

It is desirable that the end portion 21a of the first shoulder lateral groove 21 on the first shoulder circumferential direction groove 5 side faces the end portion 13b of the first crown sipe 13 on the first shoulder circumferential direction groove 5 side in the tire axial direction. .. Such groove placement helps to improve wet performance. It should be noted that these ends are opposed to each other in the tire circumferential direction of a region in which one end is extended parallel to the tire axial direction and a region in which the other end is extended parallel to the tire axial direction. It shall include an aspect in which the distance is 2.0 mm or less.

The first shoulder lateral groove 21 includes a non-overlapping portion 26 extending outside a second region 25 in which any one of the first crown sipes 13 is projected onto the first shoulder land portion 11 parallel to the tire axial direction. For ease of understanding, in FIG. 5, one of the second regions 25 is lightly colored.

The length of the non-overlapping portion 26 in the tire circumferential direction is 0.80 times or more, more preferably 0.90 times or more, of the length of the first shoulder lateral groove 21 in the tire circumferential direction. In the present embodiment, the end portion of the first shoulder lateral groove 21 slightly overlaps with the second region 25, and the other portion is a non-overlapping portion 26. As a result, uneven wear around the first shoulder lateral groove 21 is suppressed.

As shown in FIG. 1, the second shoulder land portion 12 is provided with a plurality of second shoulder lateral grooves 22. The configuration of the first shoulder lateral groove 21 described above is applied to the second shoulder lateral groove 22, and the description thereof is omitted here.

As a more desirable embodiment, the first shoulder circumferential groove 5, the second shoulder circumferential groove 6, and the crown circumferential groove 7 of the present embodiment swing in the tire axial direction and extend in the tire circumferential direction.

It is desirable that the amount of amplitude in the tire axial direction at the groove bottom of the first shoulder circumferential groove 5 is larger than the amount of amplitude in the tire axial direction of the groove edge of the first shoulder circumferential groove 5. The same applies to the second shoulder circumferential groove 6. Such a circumferential groove can exhibit excellent drainage while suppressing stone biting.

Although the tire of one embodiment of the present invention has been described in detail above, the present invention is not limited to the specific embodiment described above, and may be modified to various embodiments.

A heavy-duty pneumatic tire of size 11R22.5 having the basic pattern of FIG. 1 was prototyped based on the specifications in Table 1. As a comparative example, a tire having a first crown land portion and a second crown land portion shown in FIG. 6 was prototyped. As shown in FIG. 6, each second crown sipe b of the tire of the comparative example is outside the first region c in which each first crown sipe a is projected on the land portion of the second crown in parallel with the tire axial direction. It is arranged. The tire of the comparative example is the same as the tire shown in FIG. 1 except for the above configuration. The wet performance and uneven wear resistance of each test tire were tested. The common specifications and test methods for each test tire are as follows.
Mounting rim: 8.25 x 22.5
Tire internal pressure: 830kPa
Test vehicle: 5t loaded on 10t truck (2-D vehicle) Tire mounting position: All wheels

<Wet performance>
With the above test vehicle, a sudden braking was performed by approaching an asphalt road surface having a water film with a water depth of 2 mm at 65 km / h, and the braking distance was measured. The result is the reciprocal of the braking distance, and is shown by an index with the value of Comparative Example 1 as 100. The larger the value, the better the wet performance.

<Uneven wear resistance>
The appearance of wear on the land of the first crown and the land of the second crown when the test vehicle was run for a certain distance was visually evaluated. The result is a score with the appearance of Comparative Example 1 as 100, and the larger the value, the better the uneven wear resistance performance.
The test results are shown in Table 1.

As a result of the test, it was confirmed that the tires of the examples had improved wet performance and uneven wear resistance.

2 Tread part 3 Circumferential groove 4 Land part 8 1st crown land part 9 2nd crown land part 10 Shoulder land part 13 1st crown sipe 14 2nd crown sipe 15 1st area

Claims (15)

A tire with a tread
The tread portion is formed by three circumferential grooves extending continuously in the tire circumferential direction and four land portions divided by the circumferential grooves.
The four land parts consist of two shoulder land parts and a first crown land part and a second crown land part provided between the two shoulder land parts.
The first crown land portion is provided with a plurality of first crown sipes that cross the first crown land portion.
The second crown land portion is provided with a plurality of second crown sipes that cross the second crown land portion.
The first crown sipe and the second crown sipe are each inclined with respect to the tire axial direction and extend in a wavy shape in the sipe depth direction.
In a tread plan view, at least one of the second crown sipe extends within a first region in which any one of the first crown sipe is projected onto the land of the second crown in parallel with the tire axis direction.
tire. The tire according to claim 1, wherein the first crown sipe and the second crown sipe each extend in a wavy shape in the sipe length direction. The tire according to claim 1 or 2, wherein the first crown sipe and the second crown sipe are inclined in the same direction with respect to the tire axial direction. According to any one of claims 1 to 3, the overlapping length of the first region and the second crown sipe in the tire circumferential direction is 0.50 times or more the length of the first region in the tire circumferential direction. The tires listed. The one according to any one of claims 1 to 4, wherein the one-pitch length of the plurality of first crown sipes in the tire circumferential direction is 30% to 100% of the width of the first crown land portion in the tire axial direction. tire. The one according to any one of claims 1 to 5, wherein one pitch length of the plurality of second crown sipes in the tire circumferential direction is 30% to 100% of the width of the second crown land portion in the tire axial direction. tire. The tire according to any one of claims 1 to 6, wherein the width of the first crown land portion in the tire axial direction is 15% or more of the tread width. The tire according to any one of claims 1 to 7, wherein the width of the second crown land portion in the tire axial direction is 15% or more of the tread width. The circumferential groove includes a crown circumferential groove between the first crown land portion and the second crown land portion.
The tire according to any one of claims 1 to 8, wherein the depth of the first crown sipe is 40% to 90% of the depth of the circumferential groove of the crown. The circumferential groove includes a crown circumferential groove between the first crown land portion and the second crown land portion.
The tire according to any one of claims 1 to 9, wherein the depth of the second crown sipe is 40% to 90% of the depth of the groove in the circumferential direction of the crown. The shoulder land portion includes a first shoulder land portion adjacent to the first crown land portion.
The circumferential groove includes a first shoulder circumferential groove between the first crown land portion and the first shoulder land portion.
The tire according to any one of claims 1 to 10, wherein the first shoulder land portion is provided with a plurality of first shoulder lateral grooves communicating with the first shoulder circumferential groove. 11. The end of the first shoulder lateral groove on the groove side in the first shoulder circumferential direction is opposed to the end on the groove side in the first shoulder circumferential direction of the first crown sipe in the tire axial direction. The tires listed. The first shoulder lateral groove includes a non-overlapping portion extending outside a second region in which any one of the first crown sipes is projected onto the first shoulder land portion parallel to the tire axial direction.
The tire according to claim 11 or 12, wherein the length of the non-overlapping portion in the tire circumferential direction is 0.80 times or more the length of the first shoulder lateral groove in the tire circumferential direction. The tire according to any one of claims 11 to 13, wherein the first shoulder circumferential groove oscillates in the tire axial direction and extends in the tire circumferential direction. The tire according to claim 14, wherein the amount of amplitude in the tire axial direction at the groove bottom of the first shoulder circumferential groove is larger than the amount of amplitude in the tire axial direction of the groove edge of the first shoulder circumferential groove.

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