阅读说明：本技术 用于运行机动车的制动设备的方法以及控制和/或调节装置 (Method for operating a brake system of a motor vehicle and control and/or regulating device ) 是由 E.曼赫茨 P.施马伊泽勒 于 2018-06-06 设计创作，主要内容包括：本发明涉及一种用于运行机动车的制动设备的方法,在该方法中根据目标-减速度(a<Sub>soll</Sub>)来运行第一液压系统。能够激活第二机电制动系统,以用于使所述机动车减速。在此提出,所述第二制动系统的制动力(F<Sub>ist</Sub>)取决于实际-减速度(a<Sub>ist</Sub>)。(The invention relates to a method for operating a brake system of a motor vehicle, in which method a target deceleration (a) is used as a function of a target deceleration soll ) To operate the first hydraulic system. A second electromechanical braking system can be activated for decelerating the motor vehicle. It is proposed that the braking force (F) of the second brake system ist ) Depending on the actual deceleration (a) ist ）。)

1. Method for operating a brake system (10) of a motor vehicle, wherein a target deceleration (a) is determined_soll) To operate a first hydraulic brake system (26) and wherein activation is possibleA second electromechanical braking system (28) for decelerating the motor vehicle, characterized in that the actual deceleration (a) is taken into account_ist) Generating a braking force (F) provided by the second brake system (28)_ist）。

2. Method according to claim 1, characterized in that the second brake system (28) is activated automatically if it is determined that the first brake system (26) is malfunctioning and there is a driver's braking demand.

3. Method according to any one of the preceding claims, characterized in that the second brake system (28) is activated when the driver actuates the respective actuating element (16).

4. Method according to any one of the preceding claims, characterized in that the braking force (F) provided by the second brake system (28) is regulated by means of at least one first regulating circuit (52)_ist) The input variable of the first control loop (52) is the actual deceleration (a)_ist) In particular the actual wheel deceleration or equivalent.

5. Method according to claim 4, characterized in that the braking force (F) provided by the second brake system (28) is regulated by at least one second regulating circuit (54)_ist) The input variable of the second control circuit (54) is the actual braking force (F)_ist) Or an equivalent variable, wherein the first control loop (52) and the second control loop (54) together form a cascade structure.

6. The method according to claim 5, characterized in that the equivalent variable is an actual motor torque of a control motor (40) of a brake actuator, an actual motor current of a control motor (40) of the brake actuator or an actual displacement path of a control element of the brake actuator.

7. Method according to any of claims 5 or 6, characterized in that the actual braking force (F)_ist) Or the equivalent variable is detected by means of a detection device (48) or is estimated by means of an estimation method.

8. Method according to any of claims 5 to 7, characterized in that a pre-control mechanism (68) is provided, which pre-control mechanism (68) is controlled by the target deceleration (a)_soll) Generating said actual braking force (F)_ist) Or an equivalent parameter.

9. Method according to one of the preceding claims, characterized in that an air gap between an operating element, in particular a spindle nut, and a counterpart, in particular a brake piston, is reduced immediately after activation of the second brake system (28).

10. Control and regulation device (20) for a brake system (10) of a motor vehicle, having a processor (22) and a memory (24), characterized in that the control and regulation device (20) is designed to carry out a method according to one of the preceding claims.

Technical Field

The invention relates to a method for operating a brake system of a motor vehicle and to a control and/or regulating device for a brake system of a motor vehicle according to the preambles of the respective claims.

Background

DE 102014203322 a1 describes a method for generating an emergency deceleration of a moving vehicle. In this case, a first hydraulic brake system for decelerating the front wheels and a second electromechanical brake system acting on the rear wheels of the vehicle are provided as electromechanical parking brakes. Furthermore, it is known from the market to activate an electromechanical parking brake provided as a second brake system for decelerating the motor vehicle if a functional failure (fehlfank) is detected in the first hydraulic brake system. In this case, the braking force (which here refers to, for example, the following clamping forces with which the brake disk is clamped between two brake shoes (Bremsbaken)) is controlled by: for example, the motor current of a control motor (Stellmotor) of a brake actuator of the second brake system is used as the control variable. Such a motor current is detected, for example, with a corresponding tolerance, and the activation state is maintained until a target setpoint value is reached.

Disclosure of Invention

The object of the present invention is to provide a method with which a reliable deceleration of a motor vehicle, in particular independent of a number of external influencing factors, can be achieved even in the event of a failure of the first hydraulic brake system.

This object is achieved by a method having the features of claim 1 and by a control and/or regulating device having the features of the claims that follow. Advantageous developments are specified in the dependent claims. Furthermore, the features that are important for the invention can be found in the following description and the drawings. The features can be essential to the invention both individually and in various combinations without this being explicitly indicated again.

In the method according to the invention, the first hydraulic brake system is operated as a function of the target deceleration. The second electromechanical brake system can be activated for decelerating the motor vehicle, i.e. for decelerating the motor vehicle when the motor vehicle is in motion. According to the invention, it is proposed that the braking force provided by the second brake system is dependent on the actual deceleration, i.e. the braking force is generated taking into account the actual deceleration.

Thus, according to the invention, the deceleration of the vehicle can also be adjusted accurately and reproducibly when using the second electromechanical brake system. Thus, for the use of electromechanical brake systems, further possibilities arise, for example, also for dynamic brake manoeuvres. This makes it possible to expand and more freely design the backup level of the first brake system and thus to increase the overall availability of the brake system.

The difficulty of adapting the braking characteristics to changing frame and environmental conditions is also reduced. For example, for a vehicle, the brake disc friction coefficient of the brake disc of the electromechanical braking system may change on the one hand and on the other hand. Since the braking force of the second brake system depends on the actual deceleration in the present invention, the desired vehicle deceleration, i.e., the target vehicle deceleration, can always be set as long as it is physically possible. The essence of the invention is therefore to set the braking force of the second brake system in such a way that a desired deceleration (target deceleration) of the motor vehicle is set.

It goes without saying that the invention can be used not only in brake systems for which the hydraulic brake system and the electromechanical brake system are completely independent of one another in such a way that they each comprise separate components. However, this is usually achieved by: for example, the electric motor of the electromechanical brake system and other additionally required components, such as, for example, the spindle-nut system, are integrated directly into the brake caliper of the hydraulic brake system, which is usually implemented on the rear axle of the motor vehicle. This means that the first hydraulic brake system and the second electromechanical brake system use the same brake caliper and brake piston and the same brake disc. In this case, the brake piston can be moved either hydraulically or else electromechanically, for example by means of a spindle nut.

Furthermore, it is to be noted here that the dependence of the braking force of the brake system on the actual deceleration can be achieved both in additional electromechanical brake systems and also in brake systems of each type, i.e. in simple hydraulic brake systems. This represents in principle a separate claimed invention. The precondition is merely that a possible solution is provided with which the deceleration desired by the driver of the motor vehicle can be quantified ("driver braking request"). In the simplest case, this can be achieved by a sensor on the brake pedal.

A first refinement of the method according to the invention is characterized in that the second brake system is automatically activated if a malfunction of the first brake system is determined and a braking request by the driver is present. This significantly increases the operational reliability of the motor vehicle and reduces the burden on the driver of the motor vehicle.

It is also possible to activate the second brake system if the driver actuates the corresponding actuating element. If the second electromechanical brake system is an Automatic Parking Brake (APB), such an actuating element is present anyway, since the driver can manually actuate the parking brake with the actuating element in the stationary state of the motor vehicle. However, there may also be situations in which the driver or another person in the motor vehicle wants to decelerate the motor vehicle by means of the second brake system when the motor vehicle is not at a standstill, for example when it is determined that the first brake system is malfunctioning or when the driver is absent. In this case, the person can manually activate the second brake system and ensure a reliable deceleration of the vehicle by adjusting the braking force of the second brake system such that a predefined vehicle deceleration is achieved.

It is particularly advantageous if the braking force of the second brake system is regulated by at least one first control loop, the input variable of which is the actual deceleration, in particular the actual wheel deceleration, or an equivalent variable. This can be easily implemented and allows the actual deceleration to be adjusted directly to the target deceleration. If only the first control loop is provided, it should be designed relatively slowly in order to compensate for the relatively large inertia of the control path (Regelstrecke) formed by the motor vehicle.

It is also particularly advantageous if the braking force of the second brake system is regulated by at least one second control loop, the input variable of which is the actual braking force or an equivalent variable, wherein the first control loop and the second control loop together form a cascade structure. Thus, there is an "inner" control loop, i.e. the second control loop, and an outer control loop, i.e. the first control loop. The inner control loop attempts to set the setpoint value of the outer control loop. The pilot deceleration is returned by the external control circuit and an excessively small deceleration is detected and accordingly a predetermined value for the force (target braking force) or an equivalent variable of the internal control circuit is adapted. A relatively rapid adjustment overall can be achieved by such a cascade structure, so that the actual deceleration reaches the target deceleration very quickly.

In a further development of this type, it is proposed that the equivalent variable is the actual motor torque of the actuating motor of the brake actuator, the actual motor current of the actuating motor of the brake actuator or the actual displacement path of the actuating element of the brake actuator. The actual motor current is a variable which is easy to detect and in many cases is present anyway. The actual motor torque and the actual displacement travel can be estimated in a simple manner from the actual current and the actual voltage. The regulation according to the invention can be carried out precisely with the parameters mentioned.

In this case, it is possible for the actual braking force or the equivalent variable to be detected by means of a detection device or to be estimated by means of an estimation method. Particularly precise control is possible if the parameter is detected by means of a detection device. If the parameters are estimated by an estimation method, for example, by the observation method (Beobachterverfahren), the detection device can be omitted, thereby saving costs.

In particular, it is advantageous to provide a pilot control unit which generates a pilot control value of the actual braking force or of an equivalent variable from the target deceleration. If a second control loop is provided, the generated pilot control value can be initially supplied as a return-related variable to the second control loop. Thereby, the process of adjusting the actual-deceleration to the target-deceleration is accelerated again.

In the same direction, a development is produced in which the air gap between the actuating element, in particular the spindle nut, and the counterpart, in particular the brake piston, is reduced immediately after activation of the second brake system.

The invention also comprises a control and regulation device for a brake system of a motor vehicle, having a processor and a memory, wherein the control and regulation device is designed to carry out a method according to one of the preceding claims.

Drawings

Embodiments of the present invention are explained below with reference to the drawings. Shown in the drawings are:

fig. 1 shows a schematic block diagram of a brake system of a motor vehicle;

fig. 2 shows a functional diagram of a first embodiment of an adjustment scheme of the brake system of fig. 1;

FIG. 3 shows a flow chart of the conditioning scheme of FIG. 2;

fig. 4 shows a diagram in which the braking force and the deceleration of the motor vehicle are plotted over time in two different load states of the motor vehicle;

FIG. 5 shows a functional diagram similar to FIG. 2 of a second embodiment; and is

Fig. 6 shows a functional diagram of a third embodiment similar to fig. 2.

Detailed Description

Hereinafter, such elements, regions and functional blocks having equivalent functions to those of the aforementioned elements, regions and functional blocks have the same reference numerals. It is not explained in detail again.

The brake system of a motor vehicle is generally designated by reference numeral 10 in fig. 1. The motor vehicle itself is not shown in fig. 1. However, it can be any motor vehicle, i.e., for example, a car, a motorcycle or a truck.

The brake system comprises firstly a brake pedal 12 which can be actuated by the driver of the motor vehicle according to arrow 14. The specific desired deceleration (target deceleration a) is expressed by the corresponding force applied by the driver to the brake pedal 12_soll). Furthermore, the brake device comprises an actuating element 16, which is embodied, for example, in the form of a button or a push button, the function of which is discussed in more detail below. The force applied by the driver to the brake pedal 12 is detected by a sensor 18 which will correspond to the desired deceleration a_sollCorresponding signals are transmitted to the control and regulating device 20. The position of the actuating element 16 is detected by a sensor 21, which likewise transmits a corresponding signal to the control and regulating device 20. The control and regulation device 20 comprises a processor 22 and a memory 24. Stored on the memory 24 is a computer program which can be processed and implemented on the processor 22 as is also explained in more detail below.

The brake system 10 has two brake systems which are substantially independent of one another. The first hydraulic brake system 26 is depicted on the left in fig. 1 and the second electromechanical brake system 28 is depicted on the right in fig. 1. The two brake systems 26 and 28 are actuated by the control and regulating device 20. The first hydraulic brake system 26 includes a modulation motor 30 that is capable of generating a specified hydraulic pressure in a hydraulic system 32. This hydraulic pressure acts on a brake 34, which for example comprises brake shoes that can be moved by the hydraulic pressure. The modulation motor 30, the hydraulic system 32 and the brake 34 form overall a brake actuator (no reference number). The brake 34 in turn acts on a wheel system 36, which for example comprises a wheel and a brake disc rigidly connected to the wheel, on which the mentioned brake shoes can act. The rotational speed of the wheel system 36 is detected by a wheel sensor 38. The acceleration or deceleration of the wheel system 36 is also obtained by the temporal change in the rotational speed. The wheel sensors 38 provide corresponding signals to the control and regulating device 20.

The second electromechanical brake system 28 likewise comprises an adjusting motor 40, which acts directly on the brake 42, for example by means of a spindle, not shown. The adjustment motor 40 and the brake 42 also form a brake actuator (no reference numeral) as a whole. In this case, a spindle, not shown, forms the actuating element of the brake actuator. The brake may comprise, for example, a brake shoe. Here, the brake 42 also acts on a wheel system 44, which can comprise, for example, a wheel and a brake disk rigidly connected to the wheel, on which the brake shoe mentioned above can act. The rotational speed of the wheel system 44 is detected by a wheel sensor 46. The acceleration or deceleration of the wheel system 44 is also obtained by the temporal change in the rotational speed. The actual motor torque or the actual motor current of the control motor 40 or the actual displacement travel of the spindle is detected by a sensor 48. Both the wheel sensor 46 and the sensor 48 provide corresponding signals to the control and regulation device 20.

Thus, in the presently described embodiment, the hydraulic brake system and the electromechanical brake system are completely independent of each other in such a way that they each comprise separate components. However, in an embodiment that is not shown, this is achieved by: the adjusting motor of the electromechanical brake system acts on the same brake as the adjusting motor of the hydraulic brake system. This is also known as a "motor on tong" system. In such systems, therefore, the same brake calipers, brake discs, brake pistons, etc. are used for the electromechanical brake system and for the hydraulic brake system.

The second electromechanical brake system 28 is itself provided as an electric parking brake (APB) which is also automatically activated if necessary. The parking brake can be activated either automatically in the stopped state of the vehicle or manually upon request of the driver, by: the driver actuates the actuating element 16 according to arrow 49. However, as will be described in greater detail below, the second electromechanical brake system 28 can also be used as an emergency brake system when the first hydraulic brake system 26 is faulty or not functioning at all.

The brake system 10 also comprises a deceleration sensor 50, which overall detects the deceleration of the vehicle in the longitudinal direction of the vehicle and which sends a corresponding signal to the control and regulation device 20.

The brake apparatus 10 generally operates as follows: when the driver wants to decelerate a moving vehicle, he normally presses on the brake pedal 12 according to the arrow 14 and in this way expresses a deceleration (target deceleration a) of the vehicle corresponding to the force with which he presses on the brake pedal 12_soll) (iii) a desire to do so. Accordingly, the control and regulating device 20 actuates the regulating motor 30 and generates a specific hydraulic pressure in the hydraulic system 32. This hydraulic pressure acts on the brakes 34, which brake the wheel system 36. Actual deceleration a_istOn the one hand by the wheel sensor 38 and on the other hand by the deceleration sensor 50. In this case, the braking force F, i.e., the clamping force, is set in such a way that the actual deceleration a_istCorresponding as good as possible to the target deceleration a_sollWherein the clamping force is used to press the brake shoes of the brake 42 against the brake disc of the wheel system 44 or to clamp the brake disc between two brake shoes of the brake 42.

In a not shown embodiment, the first hydraulic brake system is not operated "automatically" in a regulated manner. Instead, the "adjustment" is undertaken by the driver of the motor vehicle who, by adapting the force with which he presses the brake pedal, adapts the actual deceleration to the target deceleration desired by him.

If, however, the control and regulation device 20 determines that the first brake system 26 is operating in a faulty manner or not at all, the second brake system 28 is automatically activated as an "emergency brake system", i.e., even when the motor vehicle is moving. For this purpose, the control motor 40 is actuated in such a way that the brake shoes of the brake 42 have a specific braking force F_sollPressing against the brake disk of the wheel system 44, so that the actual deceleration a_istCorresponds as well as possible to the target deceleration a_soll. The same also occurs when a driver or another person located in the motor vehicle intentionally actuates the actuating element 16 according to arrow 49 while the vehicle is moving.

In the present practice, the actuating element 16 is designed as a so-called "push/pull switch". It is not possible for such an actuating element 16 to be input by the driver of the motor vehicle with a target deceleration desired by the driver. Rather, the actuating element 16 merely determines that a braking request is present. In this case, a fixed value, for example 2m/s²Assumed to be target-deceleration a_sollOr else, the physically largest possible deceleration is nevertheless assumed to be the target deceleration.

In order to achieve a real deceleration a when activating the second electromechanical brake system 28_istCorresponds as well as possible to the target deceleration a_sollFor this purpose, an adjustment solution is provided, which will now be explained in detail first with reference to fig. 2. The block diagram shown in fig. 2 is based on a regulation scheme comprising a first "outer" regulation loop 52 and a second "inner" regulation loop 54. The regulation circuits 52 and 54 are standard regulation circuits. The second inner conditioning circuit 54 includes a conditioner 56 and a conditioning segment 58. Adjustment segment 58 depicts components of second braking system 28. Actual braking force F estimated, for example, by an estimation method_istIs directed back. Alternatively, the steering motor torque or motor current can also be returned (detected by the sensor 48 or estimated by an estimation method on the basis of current and voltage, respectively). Target braking force F is formed in fig. 60_soll(control variable) and actual braking force F_istThe difference in adjustment between.

The first external control circuit 52 comprises a controller 62, which sets a target braking force F_sollTo the difference former 60 of the regulator 56 of the second inner regulating circuit 54. The first outer control loop 52 comprises a control section 64, which control section 64 is formed by a component of the motor vehicle. Motor vehicleBy means of the actual deceleration a determined by the sensor 50_istIs directed back. Alternatively, the deceleration detected by means of the sensor 46 on the wheel system 44 can also be guided back. Target deceleration a is formed in 66_soll(regulating variable) and actual deceleration a_istThe difference in adjustment between.

Through the use of a pre-control mechanism, the dynamics of the overall system can be improved. Such a pre-control mechanism is indicated at 68 in fig. 2. In the pilot control mechanism, the deceleration a from the target_sollDirect determination of target braking force F_sollThe target-braking force F_sollBypassing the regulator 62, the feed is directed into the difference former 60 of the second inner regulating circuit 54.

Referring now to fig. 3, a flow of a method for operating the brake system 10, in particular the second electromechanical brake system 28, is explained: in block 70, the driver of the motor vehicle expresses his braking request. In block 72, a desired target deceleration a is detected from the signal of sensor 18_sollThe numerical value of (c). In block 74, a manipulated variable a is generated on the basis thereof_soll. In block 76, the desired target-deceleration a is determined_sollCompared to the actual deceleration a detected, for example, by sensor 50_istA comparison is made. In block 78, the actual deceleration a is queried_istWhether the target deceleration a has been reached_soll. If the answer is "yes", a holding braking force F is output at 80_istThe instruction of (1). If the answer in block 78 is "no", the braking force F is adapted in block 82_ist. Therefore, the actual deceleration a is taken into account_istGenerates the braking force F provided by the second brake system 28_istThat is to say that the braking force depends on the actual deceleration a_ist. In block 84, the wheel system 44 is queried as to whether it is locked. If the answer is "yes," then countermeasures are introduced in block 86. And if the answer is no, a jump is returned to block 78.

By means of the above-described adjustment, even when the load of the motor vehicle differs or between the brake 42 and the wheel system 44When the friction coefficients are different, the target deceleration a can still be achieved_sollEquivalent actual deceleration a_ist. This is exemplarily derived from the diagram shown in fig. 4. The abscissa of the graph in fig. 4 corresponds to the time t, and the two coordinates correspond to the braking force F and the deceleration a, respectively. At time t₁A predetermined target deceleration a_sollTo the regulating part. The corresponding curve has the reference numeral 88 in fig. 4. As a result, second brake system 28 is activated either automatically by control and regulation device 20 in the event of a failure of first brake system 26, or second brake system 28 is activated by manual actuation of actuating element 16. Predetermined deceleration a_sollIt can be a standard value, which should be used in both of the mentioned cases to decelerate the motor vehicle. However, it can also be a value resulting from the force with which the driver depresses the brake pedal 12.

Actual deceleration a when the load of the vehicle is large_istHas the reference number 90 in fig. 4, the actual deceleration a at a low vehicle load_istHas the reference number 92 in fig. 4. Actual braking force F when the load on the vehicle is high_istHas the reference number 94 in fig. 4, the actual braking force F at a low vehicle load_istHas the reference number 96 in fig. 4.

As can be seen from the diagram in fig. 4, the second inner control circuit 54 is initially predefined by the pilot control 68 with a corresponding predefined value. The regulator 62 of the first outer regulating circuit 52 also provides a part of the regulating variable, the magnitude of which depends on the type of regulator 62 selected. At the beginning, i.e., at time t, the actual braking force (curves 94 and 96)₁It is also zero. From this point in time, the second inner control loop 54 begins to adjust its control variable F_istSet to a target value F not shown in the diagram_soll. Due to the braking force F developed, the motor vehicle is at a real deceleration a_istAnd (5) decelerating. From the curve of curve 94, it can be seen that the pre-controlled braking force is applied when the load on the motor vehicle is highF_istIs not sufficient to achieve the desired deceleration a_soll. To set the desired target deceleration a, therefore_sollThe external control circuit 52 must apply the braking force F via its control 62_sollHigher values of which are passed to the second inner regulation loop 54. It can be seen very clearly that the braking force F is full when the vehicle is fully loaded_soll(Curve 94) braking force F higher than when the load of the motor vehicle is small_soll(curve 96). Thus, the effect of a higher load is achieved by applying a higher braking force F_istThis way is compensated.

It goes without saying that, by means of the above-described control concept, not only different loads of the motor vehicle are compensated, but also further deviations of the control path 58 of the second inner control loop 54, which is formed by the components of the second electromechanical brake system 28, are compensated. Such deviations can be caused, for example, by faulty current measurements, so that, for example, an excessively high motor current of the control motor 40 is detected. If it is assumed that the braking force is at least approximately proportional to the motor current, an excessively high actual braking force F is transmitted in this case_ist. Although the actual braking force F is also returned for the current control concept_istHowever, via the first external control loop 52 and the actual deceleration a_istDetects an excessively small actual deceleration a_istAnd a predetermined target braking force F_sollIncreasing to a higher value.

Other deviations may be caused, for example, by fluctuations in the measured supply voltage of the control motor 40 due to measurement tolerances. The above-described control concept also makes it possible to compensate for the influence of the speed of the motor vehicle, the gradient of the roadway on which the motor vehicle is traveling, parameters of the specially installed control motor 40, the coefficient of friction of the brake disks, the coefficient of friction of the road surface and/or the efficiency of the transmission used in the second brake system 28.

Fig. 5 shows a second embodiment of the control strategy of the second electromechanical brake system 28. This is the same as the embodiment of fig. 2, but the pre-control mechanism is omitted.

Fig. 6 shows a third embodiment of the control strategy of the second electromechanical brake system 28. In this embodiment, although a pilot control is present, an internal control loop is however absent. This is therefore a simple standard control loop, in which only the actual deceleration a of the lead vehicle (sensor 50) or of the wheel system 44 (wheel sensor 46) is returned_ist. However, such a simple regulation loop should be designed relatively slowly due to the inertia of the regulation segment 64.

In the above-described embodiment, the braking forces F are used as control variables of the second control circuit 54. In other embodiments, which are not shown, the estimated motor torque or the measured motor current or the estimated actual displacement travel of the actuating element of the brake actuator can also be used as the actuating variable of the second internal control loop.

If the dynamics of the control strategy is to be improved again, that is to say the actual deceleration a is also used_istFaster approach to target-deceleration a_sollThen, when the deceleration request is determined (at time t in the above-described diagram according to fig. 4)₁) The electromechanical air gap is reduced, that is to say immediately after activation of the second brake system 28. In other words, the actuating spindle of the electric brake system does not stop tightly on the brake piston when the brake is released, but rather slightly behind it, in order not to influence the brake piston during the travel of the motor vehicle. This "reliability" can be reduced if the deceleration requirement is determined, by: the operating spindle is moved slightly in the direction of the brake piston.

The regulating program described above is stored as a computer program on the memory 24 of the control and regulating device 20. The adjustment scheme is implemented in such a way that a stored computer program is implemented by the processor 22.