Patent Description:
In <CIT>, a motorcycle tire for running on rough terrain is proposed, and the motorcycle tire includes a tread portion having a block pattern provided with a plurality of blocks. At least one of the blocks of the tire includes a pair of lateral narrow groove portions extending in a tire axial direction on a tread surface that has a pair of lateral edges extending in the tire axial direction, and a pair of edge-side pieces each defined between the lateral edge and the lateral narrow groove portion. At least one of the pair of edge-side pieces has a narrow width portion having the minimum length in a tire circumferential direction, and has a length in the tire circumferential direction increasing from the narrow width portion toward both sides in the tire axial direction.

In the above-described tire, there is room for improvement in rolling characteristics (characteristics including lightness during rolling and response during rolling) when a vehicle is leaned during cornering.

<CIT> discloses a motorcycle tire according to the preamble of claim <NUM>. Other related tires are disclosed, for example, in <CIT>, <CIT>, and <CIT>.

The present invention has been made in view of the above circumstances, and the main object of the present invention is to provide a motorcycle tire for running on rough terrain capable of achieving excellent rolling characteristics.

The present invention is directed to a motorcycle tire for running on rough terrain, the motorcycle tire including a tread portion, wherein the tread portion includes a tire equator, a first tread end, and a plurality of first blocks disposed on the first tread end side with respect to the tire equator, each of the plurality of first blocks includes a tread surface facing outward in a tire radial direction and an outer side wall on the first tread end side, the tread surface includes an outer edge between the tread surface and the outer side wall, the outer edge includes a protrusion protruding locally on the first tread end side, a first portion located on one side in a tire circumferential direction of the protrusion, and a second portion located on another side in the tire circumferential direction of the protrusion, and the first portion and the second portion are disposed so as to form a minor angle therebetween on the first tread end side so that a conjugate angle formed by the first portion and the second portion on their first tread end side is smaller than <NUM>°.

As a result of adopting the above configuration, the motorcycle tire for running on rough terrain according to the present invention can achieve excellent rolling characteristics.

<FIG> is a cross-sectional view of a tread portion <NUM> of a motorcycle tire (hereinafter, also referred to simply as "tire") <NUM> for running on rough terrain according to the present embodiment of the present invention in a standardized state. <FIG> is a development of the tread portion <NUM> of the tire <NUM> laid out to be flat. <FIG> corresponds to a cross-sectional view taken along a line A-A in <FIG>.

The "standardized state" represents a state in which a tire is fitted on a standardized rim and is inflated to a standardized internal pressure and no load is applied to the tire when the tire is a tire for which various standards are defined. For tires for which various standards are not defined, the standardized state represents a standard use state, corresponding to a purpose of use of the tire, in which no load is applied to the tire. In the present application, unless otherwise specified, the dimensions of the components and the like are represented by values measured in the standardized state.

The "standardized rim" represents a rim that is defined by a standard for each tire, in a standard system including the standard on which the tire is based, and is, for example, "standard rim" in the JATMA standard, "Design Rim" in the TRA standard, or "Measuring Rim" in the ETRTO standard.

The "standardized internal pressure" represents an air pressure that is defined by a standard for each tire, in a standard system including the standard on which the tire is based, and is "maximum air pressure" in the JATMA standard, the maximum value recited in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" in the TRA standard, or "INFLATION PRESSURE" in the ETRTO standard.

The tire <NUM> of the present embodiment as shown in <FIG> is preferably used as a tire for motocross racing, for example. The tire <NUM> of the present embodiment is preferably used as a tire for the rear wheel of a motocross vehicle, for example. In the tire <NUM> of the present embodiment, the tread portion <NUM> has an outer surface curved in an arc shape that is convex outward in a tire radial direction, on a transverse cross-section thereof.

The tire <NUM> of the present embodiment, for example, includes a carcass and a tread reinforcing layer (not shown). For these components, known configurations are used as appropriate.

As shown in <FIG>, the tread portion <NUM> of the tire <NUM> of the present invention includes a directional pattern having a designated rotation direction R. The rotation direction R is indicated, for example, on each sidewall portion <NUM> (shown in <FIG>) by characters or symbols.

The tread portion <NUM> is, for example, divided into a crown region Cr, middle regions Mi, and shoulder regions Sh.

The crown region Cr is a region centered at a tire equator C and having a width that is <NUM>/<NUM> of a tread development width TWe. Each shoulder region Sh is a region having a width that is <NUM>/<NUM> of the tread development width TWe and extending from a first tread end T1 or a second tread end T2 toward the tire equator C side. Each middle region Mi is a region between the crown region Cr and the shoulder region Sh.

The tread development width TWe is a distance from the first tread end T1 to the second tread end T2 in a tire axial direction when the tread portion <NUM> is laid out to be flat. The first tread end T1 and the second tread end T2 each correspond to the end edges, on the outer side in the tire axial direction, of blocks included in a block row located on the outermost side in the tire axial direction, among blocks disposed in the tread portion <NUM>. In <FIG>, the first tread end T1 is shown as a tread end on the left side and the second tread end T2 is shown as a tread end on the right side.

The tread portion <NUM> includes a base surface <NUM>, and a plurality of blocks <NUM> raised outward in the tire radial direction from the base surface <NUM>. A tread surface, facing outward in the tire radial direction, of each block <NUM> extends parallel to the base surface <NUM>. The blocks <NUM> of the present embodiment include a plurality of crown blocks <NUM> on the tire equator C side, a plurality of shoulder blocks <NUM> on the first tread end T1 or the second tread end T2 side, and a plurality of middle blocks <NUM> disposed between the crown blocks <NUM> and the shoulder blocks <NUM>. In each crown block <NUM>, the centroid of the tread surface thereof (meaning a surface that comes into contact with a flat surface when the tire is made to run thereon, the same applies below) on the outer side in the tire radial direction is located within the crown region Cr. In each middle block <NUM>, the centroid of the tread surface thereof is located within the middle region Mi. In each shoulder block <NUM>, the centroid of the tread surface thereof is located within the shoulder region Sh. When the tread surface is provided with grooves, the centroid means the centroid of the tread surface in a state where all the grooves are filled.

The tread portion <NUM> of the present invention includes a plurality of first blocks <NUM> disposed on the first tread end T1 side with respect to the tire equator C. The first blocks <NUM> of the present embodiment are configured as the middle blocks <NUM> disposed in the middle region Mi, but the first blocks <NUM> may be disposed in the shoulder region Sh.

The first blocks <NUM> of the present embodiment include a plurality of first inner blocks 11A disposed relatively on the tire equator C side, and a plurality of first outer blocks 11B disposed on the first tread end T1 side with respect to the first inner blocks 11A. Whereas the entire first inner blocks 11A are disposed in the middle region Mi, the first outer blocks 11B are each disposed so as to be located in both the middle region Mi and the shoulder region Sh. In a preferable mode, the first inner blocks 11A and the first outer blocks 11B alternate in a tire circumferential direction. Hereinafter, as the configuration of each first block <NUM>, the configuration of the first inner block 11A will be mainly described as an example.

<FIG> shows an enlarged perspective view of the first block <NUM>, and <FIG> shows an enlarged plan view of the first block <NUM>. In the present specification, an enlarged plan view of the tread surface of the block as shown in <FIG> clearly illustrates the contour of the tread surface of the block mainly. However, the configurations of side surfaces or the root of the block may be omitted, even if the configuration thereof can be observed in a plan view of the block.

As shown in <FIG> and <FIG>, the plurality of first blocks <NUM> each include a tread surface <NUM> facing outward in the tire radial direction, and an outer side wall <NUM> on the first tread end T1 side. The tread surface <NUM> includes an outer edge <NUM> between the tread surface <NUM> and the outer side wall <NUM>. The outer edge <NUM> corresponds to a ridgeline formed between the tread surface <NUM> and the outer side wall <NUM>. In the case where the tread surface <NUM> and the outer side wall <NUM> are connected so as to form a minute curved surface, the outer edge <NUM> corresponds to a set of the center positions of arcs observed in cross-sections of the curved surface.

As shown in <FIG>, the outer edge <NUM> includes a protrusion <NUM>, a first portion <NUM>, and a second portion <NUM>. The protrusion <NUM> protrudes locally on the first tread end T1 side. The first portion <NUM> is located on one side in the tire circumferential direction of the protrusion <NUM>. The second portion <NUM> is located on the other side in the tire circumferential direction of the protrusion <NUM>.

As shown in <FIG>, the first portion <NUM> and the second portion <NUM> are disposed so as to form a minor angle therebetween on the first tread end T1 side. That is, of a conjugate angle on the tire equator C side and a conjugate angle on the first tread end T1 side that are formed by the first portion <NUM> and the second portion <NUM>, the conjugate angle on the first tread end T1 side is an angle smaller than <NUM>°. As a result of adopting the above configuration, the tire <NUM> of the present invention can achieve excellent rolling characteristics.

The rolling characteristics mean overall impression that a driver can feel when rolling a vehicle during cornering. Accordingly, the rolling characteristics include at least lightness during rolling, response during rolling, and the like. The lightness during rolling means characteristics that the vehicle can be rolled with smaller force. The response during rolling means characteristics that the driver receives moderate reaction force from the vehicle during rolling and the reaction force is linear. "Excellent rolling characteristics" means that these characteristics are exhibited in a well-balanced manner, so that an excellent result can be expected in motocross racing or the like.

The reason why the tire <NUM> of the present invention can achieve excellent rolling characteristics is as follows. In the present invention, the tread surface <NUM> of the first block <NUM> includes the protrusion <NUM>, whereby deformation of the first block <NUM> (deformation caused when the block falls down excessively on the first tread end side) of the first block <NUM> can be inhibited during rolling. Accordingly, the driver can receive sufficient response during rolling. In addition, in the tire <NUM> of the present invention, the first portion <NUM> and the second portion <NUM> of the outer edge <NUM> are disposed so as to form a minor angle therebetween on the first tread end T1 side. Accordingly, when the outer edge <NUM> comes into contact with the ground during cornering, the outer edge <NUM> and the outer side wall <NUM> are moderately deformed such that the minor angle becomes larger. Such an effect serves to enhance lightness during rolling, and, in cooperation with the above-described effect of the protrusion <NUM>, excellent rolling characteristics can be achieved.

Hereinafter, more detailed configurations of the present embodiment will be described. The configurations described below show a specific mode of the present embodiment. Therefore, it is needless to say that the present invention can achieve the above-described effect even when the configurations described below are not provided. In addition, even when any one of the configurations described below is independently applied to the tire according to the present invention having the above-described characteristics, performance improvement corresponding to each configuration can be expected. Furthermore, when some of the configurations described below are applied in combination, complex performance improvement corresponding to each configuration can be expected.

As shown in <FIG>, the first portion <NUM>, the second portion <NUM>, and the protrusion <NUM> linearly extend. The outer side wall <NUM> of the present embodiment includes a first side wall portion <NUM>, a second side wall portion <NUM>, and a protruding side wall <NUM> that are each planar and are respectively connected to the first portion <NUM>, the second portion <NUM>, and the protrusion <NUM>. The first side wall portion <NUM> extends from the first portion <NUM> toward the root of the first block <NUM>. The second side wall portion <NUM> extends from the second portion <NUM> toward the above-mentioned root. The protruding side wall <NUM> extends from the protrusion <NUM> toward the root of the first block <NUM>. The outer side wall <NUM> of the present embodiment has a shape that is recessed on the tire equator C side and formed by the first side wall portion <NUM> and the second side wall portion <NUM>. In addition, the protruding side wall <NUM> protrudes locally from the bottom portion of the outer side wall <NUM>.

As shown in <FIG>, the tread surface <NUM> of the first block <NUM> of the present embodiment is provided with one narrow groove <NUM>. The narrow groove <NUM> has a semi-annular shape with both ends opened at the outer side wall <NUM>. In addition, the first block <NUM> includes a protruding block piece <NUM> surrounded by the narrow groove <NUM>. In the present embodiment, the protruding block piece <NUM> includes the protrusion <NUM>. Even if the narrow groove <NUM> and the protruding block piece <NUM> are not formed, the above-described effect can be expected as long as the tread surface <NUM> includes the above-described first portion <NUM>, second portion <NUM>, and protrusion <NUM>.

In a planar view of the tread surface <NUM>, the protrusion <NUM> protrudes outward in a block width direction by <NUM> or more from the first portion <NUM> and the second portion <NUM>. That is, a distance L1 in the tire axial direction from the end on the protrusion <NUM> side of the first portion <NUM> or the second portion <NUM> to the end on the first tread end T1 side of the protrusion <NUM> is <NUM> or more. In a preferable mode, the distance L1 is <NUM> to <NUM>. Such a configuration facilitates moderate deformation of the part around the protrusion <NUM>, and mud and dirt attached around the first block <NUM> can be effectively removed during running on a muddy road, for example.

A maximum length L3 in the tire circumferential direction of the protruding side wall <NUM> is, for example, <NUM>% to <NUM>% of a maximum length L2 in the tire circumferential direction of the tread surface <NUM> of the first block <NUM>. In a preferable mode, the length L3 of the protruding side wall <NUM> is <NUM>% to <NUM>% of the length L2 of the tread surface <NUM> of the first block <NUM>, and more preferably <NUM>% to <NUM>% thereof. Accordingly, the protruding block piece <NUM> has appropriate stiffness to exert great reaction force in the tire circumferential direction, so that traction performance is improved.

As shown in <FIG>, an angle θ1 which is the minor angle between the first portion <NUM> and the second portion <NUM> is, for example, <NUM> to <NUM>°. Accordingly, the above-described effect is reliably achieved.

<FIG> is an enlarged side view (side view observed in the direction of an arrow B in <FIG>) of the first block <NUM> illustrating the first portion <NUM>, the second portion <NUM>, and the protrusion <NUM>. As shown in <FIG>, the protrusion <NUM> includes a portion that is more protruded in the height direction of the first block <NUM> than the first portion <NUM> and second portion <NUM>. In a preferable mode, the entire protrusion <NUM> is more protruded in the height direction than the first portion <NUM> and the second portion <NUM>. In a more preferable mode, the entire tread surface <NUM> of the protruding block piece <NUM> is more protruded in the height direction than the other parts of the first block <NUM>. A maximum height h1 measured at the protrusion <NUM> of the first block <NUM> is <NUM>% to <NUM>% of a maximum height h2 measured at the first portion <NUM> or the second portion <NUM> of the first block <NUM>. In the present embodiment, the relationship between the height of the protrusion <NUM> and the height of the first portion <NUM> or the second portion <NUM> is applied to the relationship between the height of the protruding block piece <NUM> measured at the tread surface <NUM> and the height of the first block <NUM> measured at the tread surface <NUM> except for the tread surface <NUM>. With such a first block <NUM>, rolling characteristics are improved, great grip force is exerted by the protruding block piece <NUM>, and traction performance and cornering performance are also improved.

As shown in <FIG>, the tread surface <NUM> of the protruding block piece <NUM> includes a constant width portion <NUM> that extends toward the tire equator C side so as to have a width equal to the length of the protrusion <NUM>, and a widening portion <NUM> of which a width in the tire circumferential direction increases toward the tire equator C side. In the present embodiment, in a planar view of the tread surface <NUM> of the first block <NUM>, the widening portion <NUM> is largely surrounded by the narrow groove <NUM>. Also, in the planar view, most of the constant width portion <NUM> (<NUM>% or more of the area of the constant width portion <NUM>) is located on the first tread end T1 side with respect to a virtual line (not shown) obtained by connecting the end on the protrusion <NUM> side of the first portion <NUM> and the end on the protrusion <NUM> side of the second portion <NUM>. The protruding block piece <NUM> having such a tread surface <NUM> allows the edge of the constant width portion <NUM> to provide a grip force in the tire circumferential direction, thereby enhancing the traction performance.

The area of the widening portion <NUM> is preferably larger than that of the constant width portion <NUM>. The area of the widening portion <NUM> is, for example, <NUM> to <NUM> times that of the constant width portion <NUM>. Accordingly, damage to the protruding block piece <NUM> is effectively reduced.

The widening portion <NUM> includes two edges 32e that linearly extend. The two edges 32e extend non-parallel to each other. An angle θ2 between the two edges 32e is, for example, <NUM> to <NUM>°, and preferably <NUM> to <NUM>°. Such a widening portion <NUM> can prevent excessive falling of the protruding block piece <NUM> on the first tread end T1 side and can improve response during rolling.

The narrow groove <NUM> includes two lateral groove portions <NUM> and one longitudinal groove portion <NUM>. Each of the two lateral groove portions <NUM> extends from the outer side wall <NUM> toward the tire equator C side. The longitudinal groove portion <NUM> extends from an end portion on the tire equator C side of one lateral groove portion <NUM> to an end portion on the tire equator C side of the other lateral groove portion <NUM>. In addition, each of the lateral groove portions <NUM> and the longitudinal groove portion <NUM> linearly extends. Each lateral groove portion <NUM> and the longitudinal groove portion <NUM> are connected so as to form acute angles therebetween.

The two lateral groove portions <NUM> extend so as to be inclined in a direction away from each other toward the tire equator C side. An angle between the two lateral groove portions <NUM> is substantially the same as the angle θ2 between the two edges 32e of the widening portion <NUM>.

The longitudinal groove portion <NUM> is preferably disposed at a center portion of the first block <NUM>. From this viewpoint, in the present embodiment, in a case where, in a state where the narrow groove <NUM> is filled, the first block <NUM> is divided into three regions having equal areas by two virtual straight lines extending parallel with the tire circumferential direction, at least a part of the longitudinal groove portion <NUM> of the tread surface <NUM> is positioned at a center region of the three regions. In a more preferable mode, the entire longitudinal groove portion <NUM> is positioned at the center region of the three regions. Such positioning of the longitudinal groove portion <NUM> serves to inhibit uneven wear of the first block <NUM>.

A maximum groove width W1 of the narrow groove <NUM> is preferably <NUM>% to <NUM>% of the maximum length L3 in the tire circumferential direction of the protruding side wall <NUM>. Such a narrow groove <NUM> inhibits uneven wear of the block and serves to enhance grip performance on a muddy road.

The first block <NUM> includes an inner side wall <NUM> on the tire equator C side. The inner side wall <NUM> is preferably recessed toward the first tread end T1 side. Specifically, the tread surface <NUM> includes an inner edge <NUM> between the tread surface <NUM> and the inner side wall <NUM>, and the inner edge <NUM> is composed of two linear edges disposed so as to form a minor angle therebetween on the tire equator C side. In addition, the inner side wall <NUM> includes two flat surfaces (not shown) extending from the two straight-line edges to the root of the first block <NUM>. Such an inner side wall <NUM> provides great reaction force in the tire axial direction particularly during cornering on a muddy road, thereby enhancing cornering performance.

In a preferable mode, an angle θ3 which is the minor angle formed by the inner edge <NUM> is larger than the angle θ1 (shown in <FIG>) which is the minor angle between the first portion <NUM> and the second portion <NUM> of the outer edge <NUM>. Specifically, the angle θ3 which is the minor angle is <NUM> to <NUM>°. Accordingly, the change in the response during rolling becomes linear, thereby further improving rolling characteristics.

<FIG> is an enlarged plan view of the first outer block 11B. The above-described characteristics of the first block <NUM> (first inner block 11A) can be applied to the first outer block 11B as shown in <FIG>.

The first outer block 11B is formed as a longitudinally elongated shape in the tire circumferential direction, as compared to the first inner block 11A. Accordingly, as for an aspect ratio obtained by dividing the maximum length in the tire circumferential direction of the tread surface <NUM> by the maximum length in the tire axial direction of the tread surface <NUM>, the aspect ratio of the first outer block 11B is larger than the aspect ratio of the first inner block 11A. Specifically, while the aspect ratio of the first inner block 11A is <NUM> to <NUM>, the aspect ratio of the first outer block 11B is <NUM> to <NUM>. Accordingly, the first outer block 11B can provide great reaction force in the tire axial direction, thereby improving cornering performance.

As shown in <FIG>, an angle θ4 which is a minor angle between the first portion <NUM> and the second portion <NUM> of the outer edge <NUM> of the first outer block 11B is preferably larger than the angle θ1 of the first inner block 11A. Specifically, the angle θ4 is <NUM> to <NUM>°, and the difference between the angle θ4 and the angle θ1 is <NUM> to <NUM>°. Accordingly, excellent rolling characteristics can be achieved in various road surface conditions.

From the same viewpoint, an angle θ5 which is a minor angle formed by an inner edge <NUM> of the first outer block 11B as shown in <FIG> is preferably larger than the angle θ3 (shown in <FIG>) which is the minor angle formed by the inner edge <NUM> of the first inner block 11A. Specifically, the angle θ5 is <NUM> to <NUM>°, and the difference between the angle θ3 and the angle θ5 is <NUM> to <NUM>°.

As shown in <FIG>, in the crown region Cr, the plurality of crown blocks <NUM> are provided, for example. In the present embodiment, first crown blocks 6A and second crown blocks 6B having shapes different from each other alternate in the tire circumferential direction.

The first crown blocks 6A each have a substantially rectangular tread surface, and no groove is provided to the tread surface. The second crown blocks 6B each include two block pieces <NUM> and a tie bar <NUM> connecting the block pieces <NUM>. However, the crown blocks <NUM> are not limited thereto.

In a planar view of the tread portion <NUM>, a virtual region <NUM> obtained by extending the first inner block 11A in a direction parallel with the tire axial direction toward the tire equator C side is preferably overlapped with at least a part of the first crown block 6A. Similarly, a virtual region <NUM> obtained by extending the first outer block 11B parallel with the tire axial direction toward the tire equator C side is preferably overlapped with at least a part of the second crown block 6B. In such an arrangement of blocks, the crown blocks <NUM> and the first blocks <NUM> cooperate to provide great reaction force in the tire circumferential direction during running on a muddy road, thereby serving to improve traction performance.

In each shoulder region Sh, a plurality of shoulder blocks <NUM> are provided. In the present embodiment, in a planar view of the tread portion <NUM>, none of the virtual regions <NUM> obtained by extending the first blocks <NUM> (including both the first inner block 11A and the first outer block 11B) parallel with the tire axial direction toward the first tread end T1 side is overlapped with the shoulder block <NUM>. In such an arrangement of blocks, dirt and mud are less likely to be retained between the first blocks <NUM> and the shoulder blocks <NUM>, thereby continuously achieving excellent rolling characteristics.

The tread portion <NUM> of the present embodiment includes a plurality of second blocks <NUM> disposed on the second tread end T2 side with respect to the tire equator C. The second blocks <NUM> have substantially the same characteristics as the above-described first blocks <NUM>.

Although the preferable modes of the motorcycle tire for running on rough terrain according to the present invention have been described in detail above, the present invention is not limited to the above-described specific embodiment, and various modifications can be made to implement the present invention as calimed.

A rear wheel tire for a motorcycle for running on rough terrain having the basic pattern in <FIG> was produced as a test tire. As a comparative example, a tire having a tread pattern shown in <FIG> was produced as a test tire. As shown in <FIG>, the tire of the comparative example is based on the tread pattern shown in <FIG>, but, instead of the first blocks and the second blocks, blocks a which do not have the characteristics of the present invention are disposed. The tire of the comparative example is substantially the same as the tire of the example, except for the above matters. For these test tires, rolling characteristics were tested. The specifications common to the test tires and the test method are as follows.

Sensory evaluation for rolling characteristics was made by a test rider when the test rider drove the above-described test vehicle on a motocross course. The rolling characteristics represent the total score of rolling lightness and response during rolling, and these items were evaluated in a five-point method. The greater the value is, the better the characteristics of each item are.

The results of the test are indicated in Table <NUM>.

Claim 1:
A motorcycle tire (<NUM>) for running on rough terrain, the motorcycle tire (<NUM>) comprising a tread portion (<NUM>), wherein
the tread portion (<NUM>) includes a tire equator (C), a first tread end (T1), and a plurality of first blocks (<NUM>) disposed on the first tread end (T1) side with respect to the tire equator (C),
each of the plurality of first blocks (<NUM>) includes a tread surface (<NUM>) facing outward in a tire radial direction and an outer side wall (<NUM>) on the first tread end (T1) side,
the tread surface (<NUM>) includes an outer edge (<NUM>) between the tread surface (<NUM>) and the outer side wall (<NUM>), and
the outer edge (<NUM>) includes a protrusion (<NUM>) protruding locally on the first tread end (T1) side, a first portion (<NUM>) located on one side in a tire circumferential direction of the protrusion (<NUM>), and a second portion (<NUM>) located on another side in the tire circumferential direction of the protrusion (<NUM>),
characterized in that the first portion (<NUM>) and the second portion (<NUM>) are disposed so as to form a minor angle therebetween on the first tread end side so that a conjugate angle formed by the first portion (<NUM>) and the second portion (<NUM>) on their first tread end side is smaller than <NUM>°.