Abstract: Disclosed herein are a hybrid vehicle and method of controlling a transmission therefor, and more particularly, a method of controlling a transmission capable of predicting a driver's required torque to reduce unnecessary gear-shifts and improve fuel efficiency, and a hybrid vehicle for performing the same. In one aspect of the present invention, a method of controlling a transmission of a parallel type hybrid vehicle may include determining a first torque, the first torque being a current required torque, determining a second torque, the second torque being a required torque expected to be generated at a near-future time after a current time, comparing, when the first torque is greater than or equal to a first threshold, the second torque with a second threshold set according to the near-future time, and performing downshifting when the second torque is greater than or equal to the second threshold as a result of the comparison.

Abstract: A hybrid vehicle includes an engine, a motor, an inverter, an electric power storage device, a transmission, and an electronic control unit. The electronic control unit is configured to perform control such that the inverter regeneratively drives the motor, when the electrical system temperature is equal to or higher than a predetermined temperature, set an amount of change of a gear ratio to a down-shift side based on an electrical system temperature and regenerative torque of the motor, and set target gear ratio such that the gear ratio changes to the down-shift side by the amount of change.

Abstract: A vehicle system may include a controller configured to increase, after a specified delay, an engagement pressure of a torque converter clutch prior to occurrence of the event to a target pressure that is based on a regenerative braking torque estimate associated with the event such that a portion of energy associated with the event is converted to electricity. The controller may increase the engagement pressure in response to an accelerator pedal release and an expected regenerative braking event.

Abstract: A vehicle includes an electric machine, battery, torque converter bypass clutch, drive wheel, and controller. The electric machine is configured to recharge the battery via regenerative braking. The torque converter bypass clutch is disposed between the electric machine and the drive wheel. The controller is programmed to, in response to a negative drive wheel torque command during a regenerative braking event, adjust a closed-state torque capacity of the torque converter bypass clutch based on the torque command.

Abstract: A vehicle control apparatus (14) has an assisting device (143) for performing a parking assist operation; and a controlling device (144) for performing a first control operation for charging an electric power storage (116) by using an output of an engine, if an amount of the stored electric power (SOC) is smaller than a first threshold value (TH#2), the controlling device performs a second control operation for putting the engine into a stopping state before a moving start time at which the vehicle starts to move after an assist start time and forbidding the engine from being started after the moving start time, if the amount of the stored electric power at a timing before the moving start time is larger than a second threshold value (?SOC+TH#1) corresponding to an amount of the electric power that is capable of completing the parking of the vehicle at a target position and for putting the engine into a driving state before the moving start time and forbidding the engine from stopping after the moving start t

Abstract: Methods and systems are provided for controlling clutch capacity in a hybrid electric vehicle. In one example, a method includes adjusting values of a transfer function of a clutch of a dual clutch transmission in response to an operating condition of an engine and/or operating condition of an integrated starter/generator coupled to the engine while a vehicle is propelled via an electric machine coupled to the dual clutch transmission, and maintaining a driver demand wheel torque at vehicle wheels via adjusting torque of the electric machine in response to the operating condition of the engine and/or operating condition of the integrated starter generator. In this way the method may apply pressure to one of the clutches where engine speed is independently controlled to maintain positive or negative slip, thus enabling adaptation of positive and negative clutch transfer functions, which may improve driveline operation and shift quality.

Abstract: The present disclosure relates to a parking assistance system for searching for a parking space and parking a vehicle in the parking space, which includes: a determinator configured to determine whether or not the vehicle is in a stopped state based on movement information of the vehicle; a calculator configured to calculate inclination information, which is an inclination of the vehicle or road surface on which the vehicle is located, using an inclination sensor included in the vehicle; a memory configured to store traveling information including first inclination information when the first inclination information calculated by the calculator is less than predetermined threshold inclination information in a parking space searching step, and configured to maintain the first inclination information or update the traveling information by changing the first inclination information into second inclination information based on at least one of a stopped time during which the vehicle remains stopped and the second i

Abstract: Systems and methods for tandem parking are provided. A vehicle includes a camera that obtains an image of a second vehicle parked in tandem with the first vehicle. The vehicle also includes a processor that extracts a vehicle identifier of the second vehicle from the image. The vehicle further includes a wireless modem that sends, from the vehicle, a notification request for the second vehicle including the vehicle identifier. A method of notification includes scanning, by the camera mounted in the first vehicle, a vehicle identifier from a second vehicle parked in tandem with the first vehicle. The method further includes transmitting, by the wireless modem operably connected to the camera, a notification request for the second vehicle including the vehicle identifier.

Abstract: A system according to the present disclosure includes a trailer distance module, a trailer contact module, a trailer distance module, and at least one of a driver warning module, a brake control module, and a steering control module. The trailer distance module determines a distance from a cab of a truck to a fifth wheel trailer attached to the truck based on an input from a sensor. The trailer contact module identifies potential contact between the trailer and the truck cab based on the cab-to-trailer distance. The driver warning module warns a driver of the potential contact. The brake control module applies a brake of at least one of the truck and the trailer when potential contact is identified. The steering control module increases an amount of driver effort required to steer the truck in at least one direction when potential contact is identified.

Abstract: A driving assistance device configured to make an intervention in a predetermined operation of a vehicle comprises a range setter configured to set a predetermined range with regard to a behavior of the vehicle; an acceptable control input range calculator configured to obtain driving action characteristic information indicating a driver's driving action characteristic of the vehicle and to calculate an acceptable control input range of the operation accepted at a present time, in order to cause the behavior of the vehicle estimated using the obtained driving action characteristic information to be kept in the predetermined range over a predetermined estimation interval; a determiner configured to determine whether the operation at the present time is within the acceptable control input range; and an operation intervention executor configured to make the intervention when it is determined that the operation at the present time is out of the acceptable control input range.

Abstract: A driving assistance ECU that serves as a vehicle control apparatus performs traveling control of a vehicle based on a detection result of a radar apparatus that detects a target in the periphery of an own vehicle. An angle calculating unit of the driving assistance ECU calculates an axial misalignment angle that is a misalignment amount of an attachment angle of the radar apparatus by statistically processing angle misalignment information of the radar apparatus acquired at a predetermined cycle. A control processing unit sets the angle misalignment amount of the radar apparatus to a predetermined initial angle until a predetermined initial period elapses after startup, and performs operation restriction on traveling control based on the initial angle. After the initial angle elapses after startup, the operation restriction on traveling control is performed based on a calculation value of the axial misalignment angle.

Abstract: A vehicle control apparatus acquires a relative position of an object to an own vehicle, the object being located ahead of the own vehicle in a traveling direction. The vehicle control apparatus acquires yaw rate information including at least one value of a yaw rate and a yaw rate differential value of the own vehicle. The vehicle control apparatus acquires steering information including at least one value of a steering angle and a steering angle speed of the own vehicle. The vehicle control apparatus activates, on a basis of the relative position, a safety unit for avoiding a collision with the object. In the case where an absolute value of the yaw rate information is greater than a first threshold and an absolute value of the steering information is greater than a second threshold, the vehicle control apparatus causes the safety unit to be less likely to be activated.

Abstract: A driving assist apparatus activates a safety device for avoiding a collision of an own vehicle with a target or reducing damage from the collision. The driving assist apparatus determines start of a collision avoidance operation for the target. The driving assist apparatus performs a delaying process for delaying an activation timing of the safety device, when the start of the collision avoidance operation is determined, the delaying process setting the activation timing to a timing later than a timing that would be set when the start of the collision avoidance operation is not determined. The driving assist apparatus determines, based on the activation timing, whether to activate the safety device. The driving assist apparatus continuously performs the delaying process until a predetermined time period elapses after the start of the collision avoidance operation.

Abstract: A vehicle control apparatus is provided which includes position detecting means for detecting a position of a detected target using reflection information derived from a radar device 21, first determining means for determining whether the detected target is expected to be an obstacle not based on an intensity of a received reflected wave contained in the reflection information, and second determining means for determining whether an obstacle exists at the position, as detected by the position detecting means, or not using the image information. When the second determining means determines that the obstacle exists, and when a distance between an own vehicle and the detected target is smaller than a given threshold value, the detected target is determined as a target with which collision should be avoided regardless of a result of determination made by the first determining means.

Abstract: A setting unit of a safety-device activation timing controlling apparatus sets a first timing upon it being determined that a driver's collision avoidance operation in a longitudinal direction has been carried out. The first timing is later than a reference timing for activating the safety device. The setting unit sets a second timing upon it being determined that a driver's collision avoidance operation in the lateral direction has been carried out. The second timing is later than the reference timing. Upon it being determined that at least one of the driver's collision avoidance operation in the longitudinal direction of the own vehicle and the driver's collision avoidance operation in the lateral direction of the own vehicle has been carried out, an activation determining unit determines whether to activate the safety device in accordance with a corresponding at least one of the first timing and the second timing.

Abstract: Provided is a travel control device by which it is possible to improve the fuel economy of a vehicle and reduce the burden on a driver, without impacting ease-of-use for the driver. A travel control device (100) has the following: an automatic travel control unit (110) that causes a vehicle to travel according to a travel schedule including drive travel and coasting travel; a passing detection unit (120) that detects the start of a passing operation in which the vehicle passes another vehicle; and a coasting prohibition processing unit (130) that issues a prohibition on the start of coasting travel to the automatic travel control unit (110) under the condition that the passing operation has started.

Abstract: A road information acquisition unit (12a) acquires information about the road in a prescribed segment forwards of a vehicle (1) that is traveling with the acceleration pedal actuated a first actuation amount, a vehicle information acquisition unit (12b) acquires information about the vehicle (1), a velocity prediction unit (12c) predicts, on the basis of the road information and the vehicle information, the changes in the vehicle velocity that would be brought about in the prescribed segment if the acceleration pedal actuation amount were a second actuation amount greater than the first actuation amount, and an acceleration control unit (12d) controls the acceleration pedal actuation amount such that the acceleration pedal actuation amount of the vehicle (1) becomes the second actuation amount if the predicted vehicle velocity minimal value is less than a target velocity.

Abstract: A vehicle travel control apparatus having a cruise control function allows a driver to perform an acceptance operation for rendering a set speed coincident with a speed limit when the speed limit is different from the set speed. When the drive can perform the acceptance operation, the vehicle travel control apparatus must inform the driver to that effect. In view of this, when the acceptance operation can be performed, an additional display is provided on a display unit to be located between a display representing the set speed and a display representing the speed limit, to thereby inform the driver that the driver can perform an operation relating to the set speed and the speed limit (i.e., can perform the acceptance operation).

Abstract: A vehicle control device including a tire-side device and a vehicle-side device is provided. The tire-side device includes a vibration detection unit that outputs a detection signal corresponding to a magnitude of vibration of a tire, a signal processing unit that generates ? data representing a friction coefficient between the tire and a road surface by processing the detection signal, and a transmitter that transmits the ? data. The vehicle-side device includes a receiver that receives the ? data and a travel control unit that estimates the friction coefficient based on the ? data, acquires a braking distance of the vehicle based on the friction coefficient, and controls acceleration and deceleration of the vehicle based on the braking distance.

Abstract: A vehicle includes an ignition, selector, and controller. The ignition is configured to start and shutdown the vehicle. The selector is configured to transition the vehicle between a standard driving mode and an economy driving mode. The controller is programmed to, in response starting the vehicle after a prior shutdown with the economy mode selected, generate a notification that the vehicle was operating in the economy mode upon the prior shutdown.

Abstract: A bicycle controller includes an electronic control unit that controls a transmission unit and a motor in accordance with a shift request that changes the transmission ratio. If the transmission ratio is changed in multiple steps in accordance with the shift request, then the electronic control unit selectively executes one of first and second shifting operations. In the first shifting operation, the output of the motor is limited and the transmission unit is operated to reach a requested transmission ratio that corresponds to the shift request. In the second shifting operation, the output of the motor is limited and the transmission unit is operated to reach an intermediate transmission ratio of the requested transmission ratio, and after the electronic control unit temporarily reduces the limitation on the output of the motor, the electronic control unit again limits the output of the motor and operates the transmission unit.

Abstract: A vehicle includes a transmission having a torque converter, an oncoming clutch, and a controller. The controller is programmed to, in response to a torque of the oncoming clutch exceeding an estimated average by a threshold during an engagement, increase the torque of the oncoming clutch via a feedforward command and adjust the torque of the oncoming clutch via a feedback command to compensate for deviations in the torque generated by the feedforward command during the engagement.

Abstract: An autonomous or semi-autonomous vehicle and maneuvering method for a vehicle for overcoming an obstacle may include detecting the obstacle in front of and/or behind the motor vehicle by a detection device, moving the motor away from the obstacle to come to a standstill at a defined distance x, wherein the running direction of a wheel is facing towards the obstacle. The method may also include accelerating the motor vehicle toward the obstacle within a power-limiting range of a drive unit of the vehicle. The power-limiting range may be a power-limiting range of an electric motor powering the vehicle.

Abstract: A vehicle powertrain includes an engine and a transmission coupled to the engine. The transmission has a first neutral state in which a first combination of clutches are engaged and a second neutral state in which a second combination of clutches are engaged. A vehicle controller is programmed to, in response to the transmission being in the first neutral state and an engine-torque request exceeding a threshold value, shift the transmission to the second neutral state.

Abstract: The present disclosure relates to driving lane changing technologies.

Abstract: In a hybrid vehicle, rotational speed control on a motor/generator connected to a first engagement clutch is carried out when there is a gear shift request to a gear shift stage at which the first engagement clutch of the multistage gear transmission is meshingly engaged. A transmission control unit is provided for outputting a meshing engagement instruction to the first engagement clutch when a rotational speed feedback control causes a differential rotation speed of the first engagement clutch to be within a range of a synchronization determination rotational speed. Upon executing the rotational speed feedback control on the motor/generator, this transmission control unit reduces the efficacy of the rotational speed feedback control less than before starting of the meshingly engagement, when the meshing engagement of the first engagement clutch is started.

Abstract: A controller commands an engine torque level in response to a driver demanded torque based on an accelerator pedal position. If the driver demanded torque decreases rapidly during or just prior to a torque phase of a shift, the controller commands the engine to temporarily generate torque exceeding the driver demand. The controller sets a nominal engine torque equal to the driver demand torque before the rapid decrease, slowly decreases the nominal engine torque during the torque phase, and decreases the nominal torque at progressively faster rates during the inertia phase to bring the nominal torque back into agreement with the driver demanded torque. The commanded engine torque is based on the nominal torque, but may be less than the nominal torque during the inertia phase to permit the engine speed to decrease faster.

Abstract: A system includes a processor configured to determine an emotional state of a vehicle occupant based on information gathered from a vehicle sensor. The processor is also configured to determine if an emotional state response action has been predesignated for responding to the emotional state and enact the predesignated emotional state response action to alter a physical vehicle characteristic.

Abstract: A feedback server includes a processing circuitry configured to determine an actual driving performance of a driver in a manual driving mode and a projected driving performance if the vehicle had been operated in an autonomous driving mode, compare the driving performance in the manual driving mode and the autonomous driving mode, and transmit a feedback to the driver based on the comparison. The processing circuitry can be further configured to determine a driver state of the driver in the manual driving mode, determine environmental driving condition of the vehicle, and establish a baseline behavior of the driver as a function of the driver state and the environmental driving condition.

Abstract: A vehicle attitude control system includes a target sideslip angle calculating unit configured to calculate a target sideslip angle for turning of a vehicle based on a steering angle and a vehicle speed, and a target sideslip angle correcting unit configured to correct the target sideslip angle calculated by the target sideslip angle calculating unit by using a sideslip angle correction amount calculated based on at least one selected from a torque of an axle and an injection amount of fuel supplied to an engine. The attitude of the vehicle is controlled by using a target sideslip angle obtained through the correction performed by the target sideslip angle correcting unit.

Abstract: In various example embodiments, a system and method for determining a tongue weight of a vehicle with a trailer and its load is disclosed. A method includes: providing predetermined calibration settings relating force to engine speed for a vehicle travelling at various speeds, altering accelerometer data based on filtered vehicle pitch and roll data, determining that one or more vehicle performance parameters fall within a threshold range, storing a plurality of data pairs that include longitudinal acceleration and drive force, and determining a slope of a line that linearly approximates the plurality of data pairs, the slope indicating a total weight, the total weight comprising a weight of the vehicle and a weight being hauled by the vehicle, determining tongue weight from vehicle weight, total weight and delta pitch, and transmitting the tongue weight to a display.

Abstract: A vehicle control device in a vehicle including an engine and a multi-speed transmission having a plurality of gear positions, each gear position out of the plurality of gear positions established by engaging predetermined engagement devices out of a plurality of engagement devices, the vehicle control device including a shift control portion configured to control release of a release-side engagement device of the plurality of engagement devices and engagement of an engagement-side engagement device of the plurality of engagement devices so as to switch the gear position established in the multi-speed transmission, and an engine control portion configured to provide idling-reduction control of temporarily stopping the operation of the engine based on a predetermined engine stop condition.

Abstract: A startup suggestion device that is mounted on a vehicle together with a driving support device for assisting a driving operation of a driver or taking a wheel, and suggests a startup of the driving support device to the driver, includes: a state value acquisition unit that acquires a state value indicative of a traveling state of the vehicle; a preference value acquisition unit that acquires a preference value reflecting the traveling state preferred by the driver; and a startup suggestion unit that suggests the startup of the driving support device according to a comparison between the state value and the preference value.

Abstract: A virtual image display can display a display object being a virtual image in a virtual image position determined by a virtual image direction which is a direction of the virtual image and a virtual image distance which is a distance to the virtual image. A display control device includes a relative position acquisition part for obtaining a relative position of an attention object and the vehicle and a controller for controlling a display of the virtual image display. When the controller displays the visual guidance object which is a display object to guide a visual line of a driver to the attention object, the controller changes the virtual image direction and the virtual image distance of the visual guidance object in accordance with time so that the visual guidance object seems to move toward the position of the attention object as viewed from the driver.

Abstract: A safety control system and a method configured for interlocking a Mechanical Gap Filler (hereafter MGF) with both a Platform Screen Door (PSD) and a Guided Vehicle Door (GVD) of a guided vehicle at standstill. The system is disposed along a platform in order to secure the exchange between the platform and a guided vehicle at standstill along the platform.

Abstract: The present invention provides for a more environmentally friendly method to move products and at the same time replace manual labor where it is used. The Cableway Eco-Bike may be a single or two-person pedal powered bicycle that rides on a cableway to pull agricultural products. A preferred embodiment has an option of an electric motor that provides power assist that operates on DC power from a battery that operates a DC motor. The electric motor operates on a battery that has a charging system to recharge at the end of the life cycle. The battery can preferably be charged with a convention (115) or (240) Volt battery charger or a solar powered charger. Also disclosed is a cable bicycle for use in moving people along a cable transport system.

Abstract: A drive for a vehicle which is track-guided on a track section, the vehicle being supported on the track section by track rollers when at a standstill or when moving slowly. Lift-causing elements are mounted on the vehicle and lift the vehicle off the track section during fast travel, and drive rollers of the vehicle act laterally on the track section.

Abstract: A system includes a drive system having one or more traction motors coupled in driving relationship to a plurality of wheels of a vehicle system. The traction motors are configured to provide both motive power for the vehicle system in a propel mode of operation and retarding effort to brake the vehicle system in a braking mode of operation. The system further includes a parking brake for maintaining a static position of the vehicle system when in an engaged state, and a controller configured to detect when the parking brake is in the engaged state. The controller is further configured to control at least one of the one or more traction motors to provide a braking effort to resist movement of the vehicle system when the parking brake is in the engaged state.

Abstract: An apparatus includes a latch and a travelling nut. The latch couples to a deck of an auto rack car. The latch includes a body coupled to a hinge such that the body may rotate about the hinge from a first position to a second position. The body includes a key. The travelling nut engages a ball screw. The travelling nut includes a slot. The travelling nut rotates with the ball screw when the body is in the first position. The key engages the slot when the body is in the second position. The travelling nut and the latch adjust a height of the deck in the auto rack car when the body is in the second position and when the ball screw is turned.

Abstract: Disclosed is a body structure for a rail vehicle, wherein the body structure includes: a frame, which includes at least one support element made at least predominantly of steel alloy; and at least one equipment element made predominantly of aluminum alloy, and including at least one first plate having at least one longitudinal edge and a first surface delimited by the longitudinal edge. The body structure is wherein it further includes at least one longitudinal batten of steel alloy, which is integral with the support element, wherein the longitudinal batten is fixed flat to the first face by way of friction melt bonding.

Abstract: According to some embodiments, a system for determining a characteristic of a bulk lading of a railcar comprises a sensor (e.g., infrared, radio, electrical, optical, etc.) operable to determine a characteristic of a bulk lading; a controller communicably coupled to the sensor and configured to control sensor operations; and a display communicably coupled to the sensor and configured to display a representation of the determined characteristic of the bulk lading. In particular embodiments, the sensor may detect a moisture content of the bulk lading or a foreign substance in the bulk lading. At least one of the sensor, the controller, and the display may comprise a power source. At least one of the controller and the display may be wirelessly coupled to the sensor.

Abstract: A railcar truck and adapter pad system for placement between a roller bearing and side frame pedestal roof of a three-piece railcar truck. Many different features of the pad and/or the adapter-pad interface are configured to improve stiffness characteristics to satisfy both curving and high speed performance of the railcar truck.

Abstract: A railcar truck and adapter pad system for placement between a roller bearing and side frame pedestal roof of a three-piece railcar truck. Many different features of the pad and/or the adapter-pad interface are configured to improve stiffness characteristics to satisfy both curving and high speed performance of the railcar truck.

Abstract: A handcart for manually conveying objects on a pair of railroad rails includes a first structure having a first end and a second end, the first end having a first opening therein, a second structure attached to the first support bar such that a frame is formed between the first and second structures by one or more crossbeams, and a first wheel assembly having a first wheel and a first axle extending therefrom, the first axle detachably locked via the first axle positioned in the first opening.

Abstract: A railcar end unit is operable to be mounted in a center sill between buff and draft sill stops. The buff and draft end bodies are configured to be shiftably mounted relative to the center sill to engage the respective sill stops and to shift axially relative to one another along a unit axis. The end unit includes a buff spring pack operably mounted between the end bodies and compressible along the unit axis from a neutral condition to a compressed condition.

Abstract: There is described a hi-rail device comprising a cam assembly, an axle assembly and a locking pin. The cam assembly comprises a guiding slot which comprises a plurality of contiguous segments extending as a broken line, e.g., in a flattened M shape, wherein a first one and a last one of the contiguous segments extend in a downward slope with respect to a horizon. The locking pin inserted in the guiding slot and movable in translation within the guiding slot in which it is inserted. The axle assembly, in which the locking pin is inserted, has a weight applied on the locking pin which locks the locking pin in the lower end or the upper end of the guiding slot if the locking pin is in the first one or the last one of the four contiguous segments and no other force is applied thereonto.

Abstract: System having one or more processors that are configured to (a) generate, as a vehicle system moves along a route, a plurality of different trial plans for an upcoming segment of the route. The trial plans include potential operational settings of the vehicle system along the route. The one or more processors that are configured to (b) select one of the trial plans as a selected plan or generate the selected plan based on one or more of the trial plans. The selected plan is configured to improve one or more system-handling metrics as the vehicle system moves along the upcoming segment of the route. The one or more processors are configured to (c) communicate instructions to change or not change at least one of the operational settings of the vehicle system based on the selected plan.

Abstract: System includes a control system used to control operation of a vehicle system as the vehicle system moves along a route. The vehicle system includes a plurality of system vehicles in which adjacent system vehicles are operatively coupled such that the adjacent system vehicles are permitted to move relative to one another. The control system includes one or more processors that are configured to (a) receive operational settings of the vehicle system and (b) input the operational settings into a system model of the vehicle system to determine an observed metric of the vehicle system. The one or more processors are also configured to (c) compare the observed metric to a reference metric and (d) modify the operational settings of the vehicle system based on differences between the observed and the reference metrics.

Abstract: A travel obstructing device comprises a supported portion configured to be placed on a railed track, a main body portion which is suspended from, and supported by, the supported portion, a power-receiving portion configured to receive electric power from a non-contact-type electricity supplying portion, and a warning device configured to receive electric power supplied from the power-receiving portion and to issue a warning.

Abstract: An electronic horn for a train includes a microcontroller and a horn configured to provide an audible output sound, the microcontroller configured to provide one or more signals to the horn indicative of a desired audible output sound from the horn. The microcontroller is configured to vary an intensity of the audible output sound from the horn as a function of a speed of the vehicle. The microcontroller is also configured to vary an intensity of the audible output sound from the horn as a function of a period of time within a calendar. Also, the horn includes a horn body and a compression driver, the horn body being mechanically connected with the compression driver. A feedback loop circuit includes the microcontroller and the compression driver, the feedback loop circuit being configured to control an intensity of the audible output sound from the horn.