Patent Application
20230339267
The present technology relates to a pneumatic tire provided with a carcass layer including an organic fiber cord and particularly relates to a pneumatic tire that can have improved shock burst resistance and running performance on snow while maintaining good steering stability on dry road surfaces, and have these performances in a highly compatible manner.
A pneumatic tire generally includes a carcass layer mounted between a pair of bead portions, and the carcass layer is constituted by a plurality of reinforcing cords (carcass cords). Organic fiber cords are mainly used as the carcass cords. In particular, in a tire that requires excellent steering stability, high-rigidity rayon fiber cords may be used (see, for example, Japan Unexamined Patent Publication No. 2015-205666 A).
On the other hand, in recent years, since there has been an increasing demand for weight reduction of tires and reduction in rolling resistance, thinner rubber gauges in a tread portion have been considered. However, in the case of a tire provided with the carcass layer formed of the rayon fiber cords described above, there is a concern that shock burst resistance may decrease along with the reduction in the thickness of the tread portion. Shock burst resistance is the durability of a tire against damage caused by a large jolt received during travel, which causes the carcass to be damaged (shock burst), and for example, a plunger energy test (which is a test for measuring tire breakage energy when a tire is damaged by pressing a plunger with a predetermined size into a tread central portion) is an indicator.
Therefore, in order to improve shock burst resistance while ensuring steering stability on dry road surfaces as good as that when rayon fiber cords are used, the use of polyester fiber cords with predetermined physical properties as the carcass cords has been considered. On the other hand, when the reduction in the thickness of the tread portion and reduction in groove depth accompanying therewith are carried out by adopting such polyester fiber cords, running performance on snow may deteriorate especially in all-season tires and winter tires.
The present technology provides a pneumatic tire that can have improved shock burst resistance and running performance on snow while maintaining good steering stability on dry road surfaces, and have these performances in a highly compatible manner.
A pneumatic tire according to the present technology includes a tread portion extending in a tire circumferential direction and having an annular shape, a pair of sidewall portions respectively disposed on both sides of the tread portion, a pair of bead portions each disposed on an inner side of the sidewall portions in a tire radial direction, a carcass layer mounted between the pair of bead portions, a plurality of main grooves extending in the tire circumferential direction and formed in the tread portion, and a plurality of land portions defined by the main grooves, in which the carcass layer includes a carcass cord formed of a polyester fiber cord, an elongation at break EB of the carcass cord being from 20% to 30%, and a groove area ratio SgA in a ground contact region of the tread portion is from 30% to 60%, a groove area ratio SgB in a center region of the tread portion satisfies a relationship 0.7≤SgB/SgA<1.1, and a depth G of the main groove included in the center region is from 7 mm to 10 mm.
In the present technology, since the carcass cord included in the carcass layer is a polyester fiber cord having an elongation at break EB of from 20% to 30%, the rigidity can be maintained to be equal to or greater than that when a rayon fiber cord is used, and good steering stability can be exhibited on dry road surfaces. Further, since the carcass cord has the elongation at break EB described above, the carcass cord easily follows local deformation, the deformation during a plunger energy test (when the carcass cord is pressed by a plunger) can be sufficiently tolerated, and breakage energy can be improved. In other words, during travel, breakage durability against protrusion input of the tread portion is improved, so that shock burst resistance can be improved. Furthermore, by defining the groove area ratio SgA in the ground contact region of the tread portion, the groove area ratio SgB in the center region of the tread portion, and the depth G of the main groove included in the center region as described above, running performance on snow (performance including steering stability, traction performance, and braking performance) and shock burst resistance can be improved in a well-balanced manner. As a result, shock burst resistance and running performance on snow can be improved while maintaining good steering stability on dry road surfaces, and these performances can be provided in a highly compatible manner. Accordingly, a pneumatic tire suitable as an all-season tire or a winter tire can be provided.
In the present technology, the relationship Tc>Te is preferably satisfied, where in at least one land portion included in the center region, a rubber thickness at a main groove side end portion of the land portion is Te, and a rubber thickness at a central portion of the land portion is Tc. By relatively increasing the rubber thickness Tc at the central portion of the land portion included in the center region in this manner, shock burst resistance can be effectively enhanced. Further, when ground contact is made, the central portion of the land portion comes into contact with the ground first; thus, firmly stepping on snow surfaces is possible, improving the steering stability on snow.
The number of layers of the carcass layer in the center region is preferably one. As a result, tire weight can be reduced and rolling resistance can be reduced while ensuring good shock burst resistance.
In a case in which a plurality of belt layers including a belt cord inclined with respect to the tire circumferential direction are disposed on an outer circumferential side of the carcass layer in the tread portion, and a belt cover layer including a cover cord oriented in the tire circumferential direction is disposed on an outer circumferential side of the belt layers, the cover cord is preferably a hybrid cord of nylon fibers and aramid fibers, and the number of layers of the belt cover layer in the center region is preferably one. Accordingly, steering stability on dry road surfaces can be improved based on the rigidity of the belt cover layer, and tire weight and the rolling resistance can be reduced while ensuring good shock burst resistance.
Furthermore, in a case in which a plurality of belt layers including a belt cord inclined with respect to the tire circumferential direction are disposed on an outer circumferential side of the carcass layer in the tread portion, and a belt cover layer including a cover cord oriented in the tire circumferential direction is disposed on an outer circumferential side of the belt layers, the cover cord is preferably a nylon fiber cord, and the number of layers of the belt cover layer in the center region is preferably one or two. Accordingly, steering stability on dry road surfaces can be improved based on the rigidity of the belt cover layer, and tire weight and the rolling resistance can be reduced while ensuring good shock burst resistance.
An intermediate elongation EM of the carcass cord under a load of 1.0 cN/dtex is preferably 5.0% or less. Thus, the rigidity of the carcass cord can be sufficiently ensured, and steering stability on dry road surfaces can be effectively improved.
The carcass cord preferably has a fineness based on corrected mass CF of from 4000 dtex to 8000 dtex. Thus, the rigidity of the carcass cord can be sufficiently ensured, and steering stability on dry road surfaces can be effectively improved.
A twist coefficient K of the carcass cord represented by the following Formula (1) is preferably 2000 or more. Thus, the rigidity of the carcass cord can be sufficiently ensured, and steering stability on dry road surfaces can be effectively improved.
K=T×D
1/2 (1)
In the present technology, the ground contact region of the tread portion is a region corresponding to the ground contact width in a tire axial direction measured under the condition that a regular load is applied to the tire placed vertically on a plane in a state where the tire is mounted on a regular rim and inflated to a regular internal pressure. The center region of the tread portion is a region corresponding to 50% of the ground contact width centered on a tire equator. “Regular rim” is an air pressure defined by a standard for each tire according to a system of standards that includes standards with which tires comply, and refers to a maximum air pressure in the case of JATMA (The Japan Automobile Tyre Manufacturers Association, Inc.), the maximum value being listed in the table of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” in the case of TRA (The Tire and Rim Association, Inc.), or “INFLATION PRESSURE” in the case of ETRTO (The European Tyre and Rim Technical Organisation). “Regular rim” is 180 kPa in a case where a tire is for a passenger vehicle. “Regular load” is a load defined by a standard for each tire according to a system of standards that includes standards with which tires comply, and refers to a maximum load capacity in the case of JATMA, the maximum value being listed in the table of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” in the case of TRA, or “LOAD CAPACITY” in the case of ETRTO. “Regular load” corresponds to 88% of the loads described above in a case where a tire is for a passenger vehicle.
Configurations of the present technology will be described in detail below with reference to the accompanying drawings.
As illustrated in
A carcass layer 4 is mounted between the pair of bead portions 3, 3. The carcass layer 4 includes a plurality of carcass cords extending in the tire radial direction and is folded back around a bead core 5 disposed in each of the bead portions 3, from a tire inner side to a tire outer side. A bead filler 6 having a triangular cross-sectional shape and formed of a rubber composition is disposed on the outer circumference of the bead core 5.
On the other hand, a plurality of belt layers 7 are embedded on an outer circumferential side of the carcass layer 4 in the tread portion 1. The belt layers 7 include a plurality of belt cords inclined with respect to the tire circumferential direction, with the belt cords of the layers intersecting each other. In the belt layers 7, an inclination angle of the belt cord with respect to the tire circumferential direction is set within a range of, for example, from 10° to 40°. Steel cords are preferably used as the belt cords of the belt layers 7.
To improve high-speed durability, a belt cover layer 8, formed by disposing a cover cord at an angle of, for example, 5° or less with respect to the tire circumferential direction, is disposed on an outer circumferential side of the belt layers 7. As the belt cover layer 8, a full cover layer that covers the entire region of the belt layer 7 in the width direction, a pair of edge cover layers that locally cover both end portions of the belt layer 7 in the tire width direction, or a combination thereof can be provided. The belt cover layer 8 can be formed by helically winding a strip material made of at least a single cover cord bunched and covered with coating rubber, for example, in the tire circumferential direction. An organic fiber cord is preferably used as the cover cord of the belt cover layer 8.
Note that the tire internal structure described above represents a typical example for a pneumatic tire, but the pneumatic tire is not limited thereto. Additionally, a cap tread rubber layer 1A is disposed in the tread portion 1, a sidewall rubber layer 2A is disposed in each sidewall portion 2, and a rim cushion rubber layer 3A is disposed in each bead portion 3.
As illustrated in
A plurality of sipes 22 extending in the tire width direction are formed in the center land portion 20. Each of the sipes has one end communicating with the main groove 10 and the other end terminating in the center land portion 20. A plurality of bending grooves 31 extending in the tire width direction and bending, and a plurality of sipes 32 disposed so as to intersect with the bending grooves 31 are formed in each of the intermediate land portions 30. Further, a plurality of lug grooves 41 extending in the tire width direction, a sipe 42 extending in the tire width direction between the lug grooves 41, and a plurality of narrow grooves 43 extending in the tire circumferential direction so as to connect adjacent lug grooves 41 are formed in each of the shoulder land portions 40. The lug groove 41 and the sipe 42 do not communicate with the main groove 10. Further, the sipe 42 has a zigzag shape, but may be straight. Such a tread pattern is suitable as an all-season tire or a winter tire, but a tread pattern is not limited thereto.
In the pneumatic tire described above, the carcass cord included in the carcass layer 4 is formed of a polyester fiber cord obtained by intertwining polyester fiber filament bundles. Elongation at break EB of the carcass cord (polyester fiber cord) is from 20% to 30%. Since the carcass cord (polyester fiber cord) having such physical properties is used for the carcass layer 4, rigidity equal to or greater than that when a conventional rayon fiber cord is used can be maintained, and good steering stability can be exhibited on dry road surfaces. Further, since the carcass cord has the elongation at break EB described above, the carcass cord easily follows local deformation, the deformation during a plunger energy test (when the carcass cord is pressed by a plunger) can be sufficiently tolerated, and breakage energy can be improved. In other words, during travel, breakage durability against protrusion input of the tread portion 1 is improved, so that shock burst resistance can be improved.
Here, when the elongation at break EB of the carcass cord is less than 20%, the effect of improving the shock burst resistance cannot be obtained. Conversely, when the elongation at break EB of the carcass cord is greater than 30%, intermediate elongation tends to be increased, horizontal rigidity of the tire is reduced, and the response at the time of steering is reduced, so that steering stability deteriorates. Specifically, the elongation at break EB of the carcass cord is preferably from 22% to 28%. Note that “elongation at break EB” is an elongation ratio (%) of a sample cord at breaking of the cord, which is obtained by conducting a tensile test with a length of specimen between grips being 250 mm and a tensile speed being 300±20 mm/minute in accordance with JIS L1017 “Test methods for chemical fiber tire cords”.
Further, in the pneumatic tire described above, a groove area ratio SgA in a ground contact region Ra of the tread portion 1 is set within a range from 30% to 60%, a groove area ratio SgB in a center region Rb of the tread portion 1 satisfies the relationship 0.7≤SgB/SgA<1.1, and a depth G of the main groove 10 included in the center region Rb is set within the range from 7 mm to 10 mm. The ground contact region Ra is a band region corresponding to a ground contact width TCW, and the center region Rb is a band region corresponding to 50% of the ground contact width TCW centered on the tire center position CL (tire equator). The groove area ratio SgA is the area ratio (%) of the groove elements occupying the ground contact region Ra on a road contact surface, and the groove area ratio SgB is the area ratio (%) of the groove elements occupying the center region Rb on the road contact surface.
By defining the groove area ratio SgA in the ground contact region Ra of the tread portion 1, the groove area ratio SgB in the center region Rb of the tread portion 1, and the depth G of the main groove included in the center region in this manner, running performance on snow (performance including steering stability, traction performance, and braking performance) and shock burst resistance can be improved in a well-balanced manner.
Here, when the groove area ratio SgA in the ground contact region Ra of the tread portion 1 is less than 30%, the steering stability on snow deteriorates, and conversely, when the groove area ratio SgA in the ground contact region Ra of the tread portion 1 is greater than 60%, rubber volume in the tread portion 1 decreases, counter force of the tread portion 1 is reduced upon impact, and stress concentration on the carcass layer 4 and the belt layer 7 increases, so that the shock burst resistance deteriorates. Specifically, the groove area ratio SgA is preferably from 35% to 55%. Further, when the value of SgB/SgA is less than 0.7, the groove area in the center region Rb, which easily comes into contact with the ground, decreases, and thus the traction performance on snow deteriorates, and conversely, when the value of SgB/SgA is 1.1 or more, the groove area in the center region Rb increases while the groove area in the shoulder region on the outer side thereof decreases, so that the braking performance on snow deteriorates. Furthermore, when the depth G of the main groove 10 included in the center region Rb is less than 7 mm, steering stability on snow and shock burst resistance deteriorate, and conversely, when the depth G is greater than 10 mm, rolling resistance deteriorates.
In the pneumatic tire described above, as illustrated in
By relatively increasing the rubber thickness Tc at the central portion of the center land portion 20 included in the center region Rb in this manner, shock burst resistance can be effectively enhanced. Further, when ground contact is made, the central portion of the center land portion 20 comes into contact with the ground first; thus, firmly stepping on snow surfaces is possible, improving the steering stability on snow. Note that such a contour shape can be applied to at least one land portion at least part of which is included in the center region Rb.
In the pneumatic tire described above, the number of layers of the carcass layer 4 in the center region Rb is preferably one (single layer). By minimizing the number of layers of the carcass layer 4 in this manner, tire weight can be reduced, and rolling resistance can be reduced. Moreover, since the carcass cord of the carcass layer 4 is formed of a polyester fiber cord having a predetermined elongation at break EB, good shock burst resistance can be ensured.
In the pneumatic tire described above, in the case in which the plurality of belt layers 7 including the belt cord inclined with respect to the tire circumferential direction are disposed on the outer circumferential side of the carcass layer 4 in the tread portion 1, and the belt cover layer 8 including the cover cord oriented in the tire circumferential direction is disposed on the outer circumferential side of the belt layers 7, the cover cord of the belt cover layer 8 is preferably a hybrid cord of nylon fibers and aramid fibers, and the number of layers of the belt cover layer 8 in the center region Rb is preferably one (single layer). In this way, steering stability on dry road surfaces can be improved based on the rigidity of the belt cover layer 8. Further, by minimizing the number of layers of the belt cover layer 8, tire weight can be reduced, and rolling resistance can be reduced. Moreover, when the number of layers of the belt cover layer 8 is small, the effect of improving shock burst resistance based on the carcass cord formed of a polyester fiber cord can be more effectively obtained.
Alternatively, in the pneumatic tire described above, in the case in which the plurality of belt layers 7 including the belt cord inclined with respect to the tire circumferential direction are disposed on the outer circumferential side of the carcass layer 4 in the tread portion 1, and the belt cover layer 8 including the cover cord oriented in the tire circumferential direction is disposed on the outer circumferential side of the belt layers 7, the cover cord of the belt cover layer 8 is preferably a nylon fiber cord, and the number of layers of the belt cover layer 8 in the center region Rb is preferably one (single layer) or two. In this way, steering stability on dry road surfaces can be improved based on the rigidity of the belt cover layer 8. Further, by minimizing the number of layers of the belt cover layer 8, tire weight can be reduced, and rolling resistance can be reduced. Moreover, when the number of layers of the belt cover layer 8 is small, the effect of improving shock burst resistance based on the carcass cord formed of a polyester fiber cord can be more effectively obtained.
In the pneumatic tire described above, the intermediate elongation EM of the carcass cord under a load of 1.0 cN/dtex is preferably 5.0% or less, and more preferably 4.0% or less. By using the carcass cord having such physical properties, the rigidity of the carcass cord can be sufficiently ensured, which is advantageous for improving steering stability on dry road surfaces. When the intermediate elongation EB of the carcass cord under a load of 1.0 cN/dtex is greater than 5.0%, the effect of improving steering stability is reduced due to a decrease in rigidity. Note that the “intermediate elongation under a load of 1.0 cN/dtex” is an elongation ratio (%) of a sample cord under a load of 1.0 cN/dtex, which is obtained by conducting a tensile test with a length of specimen between grips being 250 mm and a tensile speed being 300±20 mm/minute in accordance with JIS (Japanese Industrial Standard) L1017 “Test methods for chemical fiber tire cords”.
In the pneumatic tire described above, the carcass cord preferably has a fineness based on corrected mass CF of from 4000 dtex to 8000 dtex, and more preferably from 5000 dtex to 7000 dtex. By using the carcass cord having such a fineness based on corrected mass CF, the rigidity of the carcass cord can be sufficiently ensured, which is advantageous for improving steering stability on dry road surfaces. When the fineness based on corrected mass CF of the carcass cord is less than 4000 dtex, the effect of improving steering stability is reduced. On the other hand, when the fineness based on corrected mass CF of the carcass cord is greater than 8000 dtex, the effect of improving shock burst resistance is reduced.
In the pneumatic tire described above, the carcass cord preferably has a thermal shrinkage rate of from 0.5% to 2.5%, and more preferably from 1.0% to 2.0%. By using the carcass cord having such a thermal shrinkage rate, the occurrence of kinking (twisting, folding, wrinkling, and collapsing in shape, and the like) in the carcass cord during vulcanization and deterioration in durability or a decrease in uniformity can be suppressed. When the thermal shrinkage rate of the carcass cord is less than 0.5%, kinking easily occurs during vulcanization, and thus it is difficult to satisfactorily maintain durability. When the thermal shrinkage rate of the carcass cord exceeds 2.5%, uniformity may deteriorate. Note that “thermal shrinkage rate” is a dry thermal shrinkage rate (%) of a sample cord measured when heating is performed at 150° C. for 30 minutes with a length of specimen being 500 mm in accordance with JIS L1017 “Test methods for chemical fiber tire cords”.
In the pneumatic tire described above, a twist coefficient K of the carcass cord represented by the following Formula (1) is preferably 2000 or more, and more preferably from 2100 to 2400. The twist coefficient K is a value of the carcass cord after dip treatment. By using the carcass cord having such a twist coefficient K, the rigidity of the carcass cord can be sufficiently ensured, which is advantageous for improving steering stability on dry road surfaces. Further, cord fatigue can be mitigated, and excellent durability can be ensured. In this case, when the twist coefficient K of the carcass cord is less than 2000, the effect of improving steering stability is reduced due to a decrease in rigidity.
K=T×D
1/2 (1)
The type of polyester fibers constituting the carcass cord is not particularly limited, and examples thereof include polyethylene terephthalate fibers (PET fibers), polyethylene naphthalate fibers (PEN fibers), polybutylene terephthalate fibers (PBT fibers), and polybutylenenaphthalate fibers (PBN fibers), with PET fibers being particularly suitable. When any of the fibers is used, steering stability and shock burst resistance can be provided in a highly compatible manner by the physical properties of the fibers. In particular, PET fibers, which are inexpensive, allow reduction in the cost of the pneumatic tire. In addition, workability in producing cords can be increased.
Tires according to Conventional Example, Comparative Examples 1 to 7, and Examples 1 to 8 were manufactured. The pneumatic tires have a tire size of 275/40 ZR20 (106Y) and have the basic structure illustrated in
The material of the carcass cord is indicated as “rayon” when rayon fiber cords were used and “PET” when polyethylene terephthalate fiber (PET fiber) cords were used.
The test tires were evaluated for shock burst resistance, steering stability on snow, traction performance on snow, braking performance on snow, rolling resistance, and steering stability on dry road surfaces, according to the following evaluation methods, and the results are shown together in Tables 1 and 2.
Each of the test tires was assembled on a wheel having a rim size of 20×9.5 J and inflated to an air pressure of 220 kPa. Tire braking tests (plunger braking tests) were performed by pressing a plunger having a plunger diameter of 19 mm±1.6 mm against the central portion of the tread at a loading speed (plunger pressing speed) of 50.0 mm±1.5 m/min in accordance with JIS K6302, and tire strength (tire breakage energy) was measured. Evaluation results are expressed as index values with the measurement value of Conventional Example being defined as 100. Larger index values indicate higher breakage energy and superior shock burst resistance.
Each of the test tires was assembled on a wheel having a rim size of 20×9.5 J, inflated to an air pressure of 240 kPa, and mounted on a test vehicle (3L-class European car (sedan)). On a test course formed of flat snow road surfaces, the test vehicle was driven at a speed of 60 km/h or more and 100 km/h or less, and sensory evaluation was performed for steering stability. Evaluation results are expressed as index values with the value of Conventional Example being defined as 100. Larger index values indicate superior steering stability on snow.
Each of the test tires was assembled on a wheel having a rim size of 20×9.5 J, inflated to an air pressure of 240 kPa, and mounted on a test vehicle (3L-class European car (sedan)). On a test course formed of flat snow road surfaces, the test vehicle was accelerated from an inactive state to a speed of 40 km/h, and the acceleration time was measured. Evaluation results are expressed as index values, using the reciprocals of the measurement values, with the value of Conventional Example being defined as 100. Larger index values indicate superior traction performance on snow.
Each of the test tires was assembled on a wheel having a rim size of 20×9.5 J, inflated to an air pressure of 240 kPa, and mounted on a test vehicle (3L-class European car (sedan)). On a test course formed of flat snow road surfaces, braking distance was measured after braking was performed from a state of driving at a speed of 40 km/h until the vehicle stopped. Evaluation results are expressed as index values, using the reciprocals of the measurement values, with the value of Conventional Example being defined as 100. Larger index values indicate superior braking performance on snow.
Each of the test tires was assembled on a wheel having a rim size of 20×9.5 J and mounted on a rolling resistance tester provided with an 854 mm-radius drum, and pre-running was performed for 30 minutes with an air pressure of 250 kPa and a load of 5.80 kN at a speed of 80 km/h, after which rolling resistance was measured under the same conditions. Evaluation results are expressed as index values, using the reciprocals of the measurement values, with the value of Conventional Example being defined as 100. Larger index values indicate lower rolling resistance.
Each of the test tires was assembled on a wheel having a rim size of 20×9.5 J, inflated to an air pressure of 240 kPa, and mounted on a test vehicle (3L-class European car (sedan)). On a test course formed of dry road surfaces with a flat circuit, the test vehicle was driven at a speed of 60 km/h or more and 100 km/h or less, and sensory evaluation was performed for steering stability (steering characteristics when the test driver performs a lane change and cornering, and stability when the vehicle travels straight). Evaluation results are expressed as index values with the value of Conventional Example being defined as 100. Larger index values indicate superior steering stability on dry road surfaces.
As can be seen from Tables 1 and 2, the tires of Examples 1 to 8 had improved shock burst resistance and running performance on snow while maintaining good steering stability on dry road surfaces and were able to have these performances in a highly compatible manner, in comparison with Conventional Example. On the other hand, in the tire of Comparative Example 1, since the elongation at break EB of the carcass cords was too large, steering stability on dry road surfaces and on snow deteriorated, and since the groove area ratio SgA and the ratio SgB/SgA were not appropriate, traction performance and braking performance on snow deteriorated. In the tire of Comparative Example 2, since the groove area ratio SgA was too high, steering stability on dry road surfaces and shock burst resistance deteriorated, and since the ratio SgB/SgA was too high, braking performance on snow deteriorated. In the tire of Comparative Example 3, since the ratio SgB/SgA was too high, steering stability on dry road surfaces and braking performance on snow deteriorated. In the tire of Comparative Example 4, since the ratio SgB/SgA was too low, steering stability on snow and traction performance on snow deteriorated. In the tires of Comparative Examples 5 to 7, since the elongation at break EB of the carcass cords was too small, shock burst resistance deteriorated.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2020-109449 | Jun 2020 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2021/004610 | 2/8/2021 | WO |
