WO2024033138A1 - Attelage de remorque - Google Patents

Attelage de remorque Download PDF

Info

Publication number
WO2024033138A1
WO2024033138A1 PCT/EP2023/071201 EP2023071201W WO2024033138A1 WO 2024033138 A1 WO2024033138 A1 WO 2024033138A1 EP 2023071201 W EP2023071201 W EP 2023071201W WO 2024033138 A1 WO2024033138 A1 WO 2024033138A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
trailer coupling
coupling according
cross member
areas
Prior art date
Application number
PCT/EP2023/071201
Other languages
German (de)
English (en)
Inventor
Lars Schneider
Martin Krause
Original Assignee
ACPS Automotive GmbH
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 ACPS Automotive GmbH filed Critical ACPS Automotive GmbH
Publication of WO2024033138A1 publication Critical patent/WO2024033138A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/01—Traction couplings or hitches characterised by their type
    • B60D1/06—Ball-and-socket hitches, e.g. constructional details, auxiliary devices, their arrangement on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/24—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions
    • B60D1/243—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for protection in case of crash, collision, impact, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/48—Traction couplings; Hitches; Draw-gear; Towing devices characterised by the mounting
    • B60D1/485—Traction couplings; Hitches; Draw-gear; Towing devices characterised by the mounting mounted by means of transversal members attached to the frame of a vehicle

Definitions

  • the invention relates to a trailer coupling, comprising a trailer element, in particular a ball neck, and a vehicle connection unit carrying the trailer element, which can be mounted on the rear of a motor vehicle.
  • Such trailer couplings are known from the prior art, and are usually designed in such a way that a standard crash unit mounted under a bumper unit is dismantled and a special vehicle connection unit is mounted for the trailer element.
  • the invention is therefore based on the object of creating a trailer coupling which opens up the possibility of including the crash unit, which is already intended for the vehicle, in the vehicle connection unit.
  • the vehicle connection unit comprises a crash unit which can be mounted under a bumper unit on the rear of a vehicle and which has an impact body which extends transversely to a longitudinal median plane of the trailer coupling which coincides with a longitudinal median plane of the vehicle and is arranged on both sides of the longitudinal median plane and has deformation bodies that support the impact body relative to the rear of the vehicle and keep it at a distance from it and that, in addition to the crash unit, a cross member close to the vehicle is provided on a side of the impact body facing the vehicle, which is connected to the deformation bodies and extends between them and that a Mounting base for the trailer element extends between the cross member near the vehicle and the impact body and is connected to the cross member and the impact body.
  • the advantage of the solution according to the invention can therefore be seen in the fact that it opens up the possibility of integrating a crash unit intended for the respective vehicle into the trailer coupling in such a way that the crash unit, in addition to its already existing properties of energy absorption in the event of a crash, in particular due to deformation of the deformation body in the direction of the crash can also serve to absorb the forces of the trailer element and transfer them to the motor vehicle.
  • the crash unit could be a crash unit adapted to the vehicle connection unit, in particular intended specifically for use with the trailer coupling.
  • the crash unit is a crash unit designed for the respective motor vehicle and can be used on it even without a trailer coupling.
  • the crash unit is a standard crash unit for this vehicle, which can then also be used as a component of the vehicle connection unit.
  • the trailer element itself can be designed for attaching a trailer or for mounting a load carrier or can simply be a receptacle for a coupling element or a load carrier.
  • the mounting base can be designed for mounting a fixed trailer element, a removable trailer element or a trailer element that can be pivoted relative to the vehicle connection unit.
  • the mounting base is preferably arranged so that it runs obliquely to the cross member near the vehicle.
  • the mounting base is preferably also arranged so that it runs obliquely to the impact body.
  • This arrangement of the mounting base has the advantage that it is also possible to absorb crash energy in the area of the mounting base due to deformation of the mounting base and/or in the area of its connection to the cross member near the vehicle and/or the impact body.
  • the mounting base is designed as a flange unit.
  • the flange unit is releasably connected to the cross member near the vehicle and/or the impact body in order to facilitate assembly of the vehicle connection unit.
  • the impact body is preferably connected to the cross member near the vehicle by means of stabilizing elements in addition to the mounting base.
  • a particularly favorable solution provides that the cross member close to the vehicle can be mounted by means of a mounting area between the respective deformation body and a connection area of the rear of the vehicle for this deformation body. This means that the cross member close to the vehicle can be mounted particularly easily in that the respective mounting areas can be clamped between the respective deformation bodies and the connection area intended for them at the rear of the vehicle.
  • the assembly areas can be assembled in the same way as the deformation bodies would be assembled without a trailer coupling on the connection areas of the rear of the vehicle.
  • the cross member near the vehicle is straight between the assembly areas for the sake of simplicity.
  • cross member near the vehicle is curved or curved between the assembly areas in the direction of the impact body in order to give it greater stability.
  • the cross member close to the vehicle is made from a tubular body or an extruded profile.
  • a particularly advantageous solution provides that the cross member close to the vehicle is made from a flat material with formed reinforcement areas.
  • the deformed reinforcement areas are formed by deformed edge areas of the cross member near the vehicle made from the flat material. Furthermore, in order to further stabilize the cross member near the vehicle, it is provided that it has openings between the assembly areas, these openings preferably also being provided with shaped edge areas to stiffen the cross member near the vehicle.
  • the openings are arranged on both sides of a holding area provided in the cross member near the vehicle and connected to the mounting base, the holding area in particular serving to connect the cross member near the vehicle to the mounting base.
  • deformation bodies are provided with foot bodies for assembly at the connection areas at the rear of the vehicle.
  • the foot bodies are preferably designed in such a way that the deformation bodies are supported with the foot bodies on the mounting areas of the cross member near the vehicle.
  • foot bodies are preferably designed in such a way that they would be supported on the connection areas provided at the rear of the vehicle in order to be connected to them without integrating the crash unit into the trailer coupling.
  • connections between the foot bodies and the connection areas are designed so that they are the same, regardless of whether the foot bodies are connected directly to the connection areas when the crash unit is used without being integrated into the trailer hitch, or when the foot bodies are integrated of the crash unit in the trailer coupling.
  • the foot bodies and the deformation bodies are, for example, designed in one piece, in particular as deep-drawn parts.
  • the foot bodies are firmly connected to the deformation bodies, for example held by means of connections such as welds or rivets.
  • crash unit If the crash unit is integrated into the trailer coupling, however, forces from the trailer element of the trailer coupling are also transferred to the impact body and via the impact body to the deformation bodies and then to the foot bodies.
  • the fixed connections are exposed to increased alternating loads, in particular due to forces transverse to the longitudinal center plane of the vehicle.
  • the foot bodies have flexibility areas which absorb alternating loads transmitted to them by the deformation bodies during trailer operation and thereby relieve the connections, in particular the weld seams, between the deformation bodies and the foot bodies.
  • the flexibility areas are preferably formed by forming areas in the foot bodies.
  • One possibility for forming such forming areas in the foot bodies is to form beads or steps in the foot bodies.
  • deformation bodies are provided with flexibilization areas in order to make the weld seams between them To relieve the deformation bodies and the foot bodies from the alternating loads when trailering.
  • the deformation bodies prefferably be provided with deformations, in particular beads and/or steps.
  • a particularly advantageous solution provides that the deformation bodies are provided with flexibility areas through openings.
  • the deformation bodies are provided with a cross section similar to a polygon, it is preferably provided that the openings are arranged in corner regions or edge regions of such a polygon-like cross section.
  • the openings in the deformation bodies are preferably arranged close to the weld seam.
  • Trailer coupling (30) comprising a trailer element (40), in particular a ball neck (42), and a vehicle connection unit (20) carrying the trailer element (40), which can be mounted on a vehicle rear (14), the vehicle connection unit (20) being a comprises a crash unit (60) which can be mounted under a bumper unit (16) on the rear of the vehicle (14), which has an impact body (62) which extends transversely to a longitudinal center plane (18) of the trailer coupling (30) which coincides with a vehicle longitudinal center plane and on both sides of the longitudinal center plane (18). deformation body (64) arranged and supporting the impact body (62) relative to the rear of the vehicle (14) and keeping it at a distance from it.
  • a crash unit (60) which can be mounted under a bumper unit (16) on the rear of the vehicle (14), which has an impact body (62) which extends transversely to a longitudinal center plane (18) of the trailer coupling (30) which coincides with a vehicle longitudinal center plane and on both sides of the longitudinal center plane (18).
  • deformation body (64)
  • a cross member (70) close to the vehicle is provided on a side of the impact body (62) facing the vehicle, which is connected to the deformation bodies (64) and extends between them, and that a mounting base (80) for mounting the trailer element (40) extends between the cross member (70) near the vehicle and the impact body (62) and is connected to the cross member (70) and the impact body (62).
  • crash unit (60) is a crash unit adapted to the vehicle connection unit (20).
  • crash unit (60) is a crash unit (60) designed for the vehicle and usable on the vehicle without a trailer coupling.
  • FIG. 1 shows a side view of a motor vehicle with a trailer coupling according to the invention, shown partially in section in the area of a rear bumper unit and a vehicle connection unit according to the invention;
  • Fig. 2 is a view of the motor vehicle in the direction of arrow X in Fig. 1;
  • FIG. 3 shows an exploded view of a first exemplary embodiment of the trailer coupling according to the invention with a separate representation of a crash unit on the one hand and a cross member close to the vehicle with a mounting base and mounted trailer element on the other hand;
  • FIG. 4 shows a representation of the first exemplary embodiment of the trailer coupling according to the invention, in particular with a representation of the mounting base for connecting a cross member near the vehicle to an impact body of the crash unit;
  • 5 shows a perspective view of a vehicle connection unit according to the invention opposite to the direction of travel on the cross member near the vehicle from above; 6 shows a view of the first exemplary embodiment of the towing device according to the invention with a view from below of the cross member near the vehicle and the crash unit with impact body and deformation bodies;
  • FIG. 7 is a perspective view of a trailer coupling mounted on the rear of a vehicle, shown in detail;
  • Fig. 8 is a top view of the cross member near the vehicle, looking opposite to the direction of travel;
  • Fig. 9 is a perspective view of the trailer coupling according to the invention with representation of the deformation bodies
  • FIG. 10 shows a top view of the first exemplary embodiment of the trailer coupling according to the invention from below, in particular in connection with the representation of a connection between the foot bodies of the deformation bodies, assembly areas of the cross member near the vehicle and connection areas of the vehicle body;
  • FIG. 11 shows an enlarged sectional view of a connection between wall areas of the deformation bodies and foot bodies with a flexibility area in the area of the foot bodies;
  • FIG. 12 shows an enlarged view of a first exemplary embodiment of a deformation body
  • Fig. 13 is an exploded view of the deformation body according to Fig. 12;
  • FIG. 14 is a representation similar to FIG. 9 of a second exemplary embodiment of the trailer coupling according to the invention with flexibilization areas in the area of the deformation bodies;
  • 15 is a representation similar to FIG. 10 of the second exemplary embodiment, also showing the flexibility areas in the deformation body;
  • FIG. 16 shows a representation of the deformation body of the second exemplary embodiment similar to FIG. 12;
  • Fig. 17 is an exploded view of the deformation body of the second exemplary embodiment similar to Fig. 13 and
  • Fig. 18 is a representation similar to Fig. 15 of a third exemplary embodiment.
  • the invention relates to a motor vehicle 10, which has a vehicle body 12 which carries a bumper unit designated as a whole by 16 on the rear of the vehicle 14.
  • a vehicle connection unit 20, designated as a whole by 20 is arranged on the rear of the vehicle 14, which is part of a trailer coupling, designated as a whole by 30, which, in addition to the vehicle connection unit 20, carries a trailer element 40, for example designed as a ball neck 42, which extends from a first end 44, which is connected to the vehicle connection unit 20, to a second end 46, which carries a coupling element 48, for example a coupling ball.
  • the trailer element 40 is also designed to accommodate a load carrier, in particular a bicycle rack, or is designed only as a receptacle for a coupling element 48 or for a load or bicycle carrier.
  • the trailer element 40 is in a working position A, in which the Coupling element 48 is arranged essentially symmetrically to a longitudinal center plane 18 of the trailer coupling 30 which coincides with a vehicle longitudinal center plane, and can be moved under a lower edge 52 of the bumper unit 16 facing a roadway 54 into a rest position R, in which the trailer element 40 is covered by the bumper unit 16 is in a rest position R.
  • vehicle connection unit 20 extends on both sides of the longitudinal center plane 18 and is concealed by the bumper unit 16.
  • a crash unit designated as a whole 60 is provided under the bumper unit 16, which extends transversely to the longitudinal center plane 18 over a substantial part of the width of the vehicle body 16 extending impact body 62, for example in the form of an impact traverse, as well as deformation bodies 64 which are arranged at a distance from the longitudinal center plane 18 and which support the impact body 62 relative to the rear of the vehicle 14, which hold the impact body 62 at a distance from the rear of the vehicle 14 and in the event of an impact on the impact body 62
  • the vehicle manufacturer's standard integration takes place Vehicle 10 inserted crash unit 60 into the vehicle connection unit designated as a whole by 20, for this purpose the crash unit 60 is supplemented by a cross member 70 close to the vehicle, which has mounting areas 72 which can be connected to the deformation bodies 64, and which has a support area extending between the mounting areas 72 74, on which a mounting base 80 for fixing the trailer element 40 is arranged.
  • the trailer element 40 is preferably provided with a bearing unit 82, which is designed in particular as a pivot bearing unit, and allows the trailer element 40 to be pivoted about a pivot axis 84 from the working position A into the rest position R, the pivot axis 84 preferably being oblique to the longitudinal center plane 18 runs.
  • a bearing unit 82 which is designed in particular as a pivot bearing unit, and allows the trailer element 40 to be pivoted about a pivot axis 84 from the working position A into the rest position R, the pivot axis 84 preferably being oblique to the longitudinal center plane 18 runs.
  • the bearing unit 82 is preferably additionally provided with a pivot drive unit 86, which, for example, enables an electrically driven and controlled pivoting of the trailer element 40 between the working position and the A and the rest position R.
  • the mounting base 80 is fixed on the one hand with a holding section 92 to the support area 74 of the cross member 70 near the vehicle and extends from the cross member 70 near the vehicle to the impact body 62 of the crash unit 60 and additionally has a holding section 94 , which is firmly connected to the impact body 62.
  • the mounting base 80 preferably extends both obliquely to the cross member 70 near the vehicle and to the impact body 62 and preferably at a right angle to the pivot axis 84, so that the bearing unit 82 can be easily mounted on the mounting base 84 with a suitable oblique alignment of the pivot axis 84 to the longitudinal center plane 18 is and therefore inevitably the mounting base 80 also extends obliquely to the longitudinal center plane 18.
  • the mounting base 80 also causes the impact body 62 to be supported on the cross member 70 near the vehicle, so that in the event of an impact on the impact body 62, the mounting base 80 can absorb forces itself and can also transmit forces to the cross member 70 near the vehicle.
  • the cross member 70 close to the vehicle is preferably designed so that it is curved between the mounting areas 72 in the opposite direction to the direction of travel in order to thereby improve its rigidity, so that the support area 74 runs at a distance from a plane 96 , in which the assembly areas 72 are preferably located.
  • the cross member 70 close to the vehicle, as shown in FIG Stiffeners 102 and 104 are formed by bending the flat material, preferably up to the extension in the stiffeners 102 and 104 transversely, in particular perpendicular to the support area 74.
  • the cross member 70 close to the vehicle is provided with openings 112 and 114 arranged in the support area 74 and lying on both sides of a mounting area 106 for the mounting base 80, which in turn also have edge stiffeners 116 and 118 , which in particular are also formed from bends of the flat material transversely to the extent of the support area 74 and thereby also contribute to the further rigidity of the cross member 70 near the vehicle.
  • the cross member 70 close to the vehicle is supported on the one hand by the stiffeners 102 and 104 as well as the deflection between the mounting areas 74 and the edge stiffeners 116 and 118 as a whole sufficiently high rigidity for the forces acting from the trailer element 40 via the mounting base 80 on the support area 74 and transmits these forces to the mounting areas 72.
  • the forces acting on the mounting base 80 from the holding element 40 also act on the impact body 62, so that in this case the impact body 62 provided on the basis of the crash unit 60 also still acts is used to absorb the forces transmitted from the trailer element 40 to the mounting base 80.
  • the deformation bodies 64 are preferably provided with foot bodies 122, which are supported directly on the vehicle rear 14 of the vehicle body 12 when the crash unit 60 is simply used and are screwed to the vehicle rear 14 of the body, for example via screw connections 124.
  • the cross member 70 close to the vehicle is designed in such a way that its mounting areas 72 rest directly on the rear of the vehicle 14 and the connection areas 126 provided for this, while the foot bodies 122 rest on The connection areas 126 rest on opposite sides of the mounting areas 72 of the cross member 70 near the vehicle and thus clamp the assembly areas 72 between themselves and the connection areas 126.
  • the foot body 132 is provided with a flexibility area 136, which is formed, for example, by molded steps 142 and 144 in the foot body 122, which are between a support area 146 of the foot body 122, with which it rests on the mounting areas 72 or, without using the Crash unit in the trailer coupling 30, supported on the connection areas 126, and a support area 148 are arranged, in which the connection between the foot body 122 and the wall areas 134 of the deformation body 64 takes place.
  • the deformation bodies 64 are preferably formed from two shells 152 and 154, which interlock with their mutually facing edge regions 156 and 158, so that, for example, the edge regions 156 lie between the edge regions 158, as shown in FIG. 12, the edge regions 156 and 158 are then connected to one another by means of a weld seam 162 (FIGS. 12 and 13).
  • the deformation bodies 64 designed in this way are also provided with impressions 164 in order to specify a deformation area 166 with regard to its expansion and energy absorption.
  • the support area 148 has a cutout 172 that is approximately adapted to the cross-sectional shape of the deformation bodies 64 in order to still maintain a certain flexibility in the support area 148 at the transition to the weld seam 132.
  • the foot bodies 122 ' are designed exclusively as plates with cutouts 172', while the deformation bodies 64' are provided with flexibility areas 136', which are formed, for example, by the Deformation bodies 64 'near the weld seam 132' connecting them to the foot bodies 122' have openings 182, which, for example, when the deformation bodies 64' are rectangular in cross section, are arranged in edge regions of the same and thus also give the deformation bodies 64 'greater flexibility in order to Area of the weld seam 132' connecting the deformation bodies 64 'to the foot bodies 122' to prevent breakage.
  • the second exemplary embodiment is designed in the same way as the first exemplary embodiment, so that with regard to the description of the remaining features of the second exemplary embodiment, in particular also the Deformation body 64 ', can be referred to in its entirety to the first exemplary embodiment.
  • the cross member 70 near the vehicle and the impact body 62 are connected in addition to the mounting base 80 by means of stabilizing elements 192, which preferably run obliquely to the cross member 70 near the vehicle and to the impact body 62 in order to also absorb crash energy in the same area can.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

Afin de créer un attelage de remorque qui permet d'incorporer l'unité de collision, qui est prévue de toute manière pour le véhicule, dans l'unité de fixation de véhicule, selon l'invention, l'unité de fixation de véhicule comprend une unité de collision qui peut être montée sous une unité de pare-chocs sur l'arrière du véhicule, ladite unité de collision ayant un corps d'impact s'étendant transversalement à un plan longitudinal central de l'attelage de remorque qui coïncide avec le plan longitudinal central du véhicule et ayant des corps de déformation qui sont agencés des deux côtés du plan longitudinal central, supportent le corps d'impact par rapport à l'arrière du véhicule et maintiennent une distance à celui-ci et en plus de l'unité de collision sur un côté du corps d'impact faisant face au véhicule, un élément transversal, proche du véhicule, est disposé, qui est relié aux corps de déformation et s'étend entre eux et une base de montage pour monter l'élément de remorque s'étend entre l'élément transversal, à proximité du véhicule, et le corps d'impact et est relié à l'élément transversal et au corps d'impact.
PCT/EP2023/071201 2022-08-08 2023-07-31 Attelage de remorque WO2024033138A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022119905.3A DE102022119905A1 (de) 2022-08-08 2022-08-08 Anhängekupplung
DE102022119905.3 2022-08-08

Publications (1)

Publication Number Publication Date
WO2024033138A1 true WO2024033138A1 (fr) 2024-02-15

Family

ID=87561064

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2023/071201 WO2024033138A1 (fr) 2022-08-08 2023-07-31 Attelage de remorque

Country Status (2)

Country Link
DE (1) DE102022119905A1 (fr)
WO (1) WO2024033138A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2576383A (en) * 1949-03-30 1951-11-27 Harvey A Watson Means for connecting a trailer to a draft vehicle
DE19805717A1 (de) * 1997-02-12 1998-08-13 Saab Automobile Zuganordnung an einem Kraftfahrzeug
DE102010020648A1 (de) * 2010-05-15 2011-11-17 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) Anhänger-Zugvorrichtung eines Personenkraftfahrzeugs
DE102011115686A1 (de) * 2011-10-11 2013-04-11 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Anhängeeinrichtung
CN111661161A (zh) * 2020-06-08 2020-09-15 浙江联控技术有限公司 一种用于车辆的拖车装置及车辆

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202009006345U1 (de) 2009-05-04 2010-09-23 Al-Ko Kober Ag Trägeranordnung
DE102012015246A1 (de) 2012-06-01 2013-12-05 Westfalia-Automotive Gmbh Trägeranordnung für eine Anhängekupplung mit einem gehärteten Tragbauteil
DE102016111174A1 (de) 2015-09-30 2017-03-30 Westfalia-Automotive Gmbh Anhängekupplung mit einer Trägeranordnung
DE102018113909A1 (de) 2018-02-27 2019-08-29 Westfalia-Automotive Gmbh Trägeranordnung eines Lastenträgers oder einer Kupplungseinrichtung
DE102021129280A1 (de) 2020-11-26 2022-06-02 Ford Global Technologies Llc Anhängerkupplungsanordnung für ein Kraftfahrzeug

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2576383A (en) * 1949-03-30 1951-11-27 Harvey A Watson Means for connecting a trailer to a draft vehicle
DE19805717A1 (de) * 1997-02-12 1998-08-13 Saab Automobile Zuganordnung an einem Kraftfahrzeug
DE102010020648A1 (de) * 2010-05-15 2011-11-17 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) Anhänger-Zugvorrichtung eines Personenkraftfahrzeugs
DE102011115686A1 (de) * 2011-10-11 2013-04-11 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Anhängeeinrichtung
CN111661161A (zh) * 2020-06-08 2020-09-15 浙江联控技术有限公司 一种用于车辆的拖车装置及车辆

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