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(11) EP 1 843 064 A1


(12) EUROPEAN PATENT APPLICATION

(43) Date of publication: (51) Int Cl.:


10.10.2007 Bulletin 2007/41 F16H 61/688 (2006.01) F16H 61/02 (2006.01)

(21) Application number: 07104568.6

(22) Date of filing: 21.03.2007

(84) Designated Contracting States: (72) Inventor: Tanaka, Hiroshi


AT BE BG CH CY CZ DE DK EE ES FI FR GB GR Saitama 351-0193 (JP)
HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE
SI SK TR (74) Representative: Rupp, Christian
Designated Extension States: Mitscherlich & Partner
AL BA HR MK YU Patent- und Rechtsanwälte
Sonnenstrasse 33
(30) Priority: 03.04.2006 JP 2006101886 80331 München (DE)

(71) Applicant: HONDA MOTOR CO., Ltd.


Tokyo 107-8556 (JP)

(54) Sequential Automatic Transmission

(57) To alleviate a shift shock of an automatic trans- When a vehicle speed V is equal to or more than a vehicle
mission when a vehicle travels at a certain vehicle speed speed reference value Vref, a vehicle speed determina-
and a speed range is changed over to a drive range from tion part (36) outputs a signal VJ2, while when the vehicle
a neutral range. speed V is less than the vehicle speed reference value
[Means for Resolution] Automatic transmission (100) Vref, a signal VJ1 is outputted. The signal VJ1 at the time
includes a drive range and a neutral range, and a shift of neutral traveling is inputted to a shift map (43), and a
up operation and a shift down operation are sequentially hydraulic control unit (102) determines a speed change
changed over stage by stage. When the neutral range is stage base on the vehicle speed and a throttle opening
selected by a range selection lever (40), a neutral deter- degree. When a signal VJ2 is inputted to the hydraulic
mination part (41) outputs a determination signal Nt. control unit (102) at the time of neutral traveling, the shift
stage is set at the neutral range.
EP 1 843 064 A1

Printed by Jouve, 75001 PARIS (FR)


1 EP 1 843 064 A1 2

Description that when the neutral position is selected as the shift po-
sition and a vehicle speed of a vehicle which mounts the
[0001] The present invention relates to a sequential sequential automatic transmission thereon is equal to or
automatic transmission, and more particularly to a se- more than a preset low speed, the changeover of the
quential automatic transmission which can preferably 5 shift gears is performed by the hydraulic control means
suppress an impact (shift shock) at the time of performing based on a transmission map which sets shift stages
transmission. using the vehicle speed and a throttle opening degree
[0002] With respect to a shift control device of an au- as parameters.
tomatic transmission for a vehicle-use engine, for exam- [0007] Further, the invention is secondly characterized
ple, a shift control device of a plural-clutch-type trans- 10 in that the sequential automatic transmission is config-
mission described in JP-A-2004-28117, for example, in- ured such that when the neutral position is selected as
cludes a shift manipulation mechanism which allows a the shift position and the vehicle speed is equal or less
driver to give a neutral standby instruction to the trans- than to the low speed, the shift gears are controlled to
mission. When the neutral standby instruction is given assume the neutral position by the hydraulic control
from a shift manipulation mechanism, the shift control 15 means.
device changes over a transmission mechanism which [0008] According to the invention which possesses the
belongs to a rotational power transmission system in above-mentioned technical features, for example, when
which a clutch is released to a neutral state without per- a vehicle travels irrespective of the selection of the neutral
forming a shift changeover operation. position on a descending slope or the like, the shift gear
20 is changed over to a shift stage which is suitable for a
[Patent Document 1] JP-A-2004-28117 vehicle speed and a throttle opening degree during
traveling. Further, when the shift position is changed over
[0003] The shift control device of the automatic trans- to the drive position from the neutral position using the
mission described in patent document 1 brings the shift selection means during the vehicle travels, the transmis-
gears into a neutral state when the shift manipulation 25 sion can immediately transmit the rotation of the engine
mechanism is in a neutral state. When the shift manipu- to a drive wheel with a suitable gear ratio at the changed
lation mechanism is changed over to a drive position, a shift stage. Further, a shift corresponding to the vehicle
shift-up operation corresponding to a vehicle speed is speed and the throttle opening degree is performed from
performed from the low-speed gear. the shift stage. Accordingly, when the clutch is connected
[0004] However, there may be a case in which when 30 in a vehicle traveling state, the traveling mode can be
a vehicle is not completely stopped on a descending shifted to traveling at an optimum shift stage and, at the
slope or the like, the shift manipulation mechanism is same time, a low shift stage is selected corresponding
changed over to the drive position from a state in which to the vehicle speed thus preventing sudden engine brak-
the shift manipulation mechanism is manipulated in the ing and hence, shift feeling can be enhanced. Further,
neutral position. In such a case, the transmission is 35 also an impact generated at the time of connecting the
changed over to the low-speed gear when the vehicle clutch is alleviated thus reducing a load applied to the
speed assumes a certain state and hence, there may be clutch.
a case in which a large engine brake is generated thus [0009]
giving a discomfort to a driver. Further, a load applied to
clutches is also increased. Accordingly, there exists a 40 Fig. 1 A block diagram showing functions of essential
task to obtain favorable shift feeling by reducing this en- parts of a control part of an automatic transmission
gine brake and to decrease the load applied to the clutch- of one embodiment according to the invention.
es. Fig. 2 A cross-sectional view of the automatic trans-
[0005] The invention has been made in view of such mission of one embodiment according to the inven-
drawbacks of the prior art, and it is an object of the in- 45 tion.
vention to provide a sequential automatic transmission Fig. 3 A schematic view of one embodiment of the
which can realize the enhancement of a shift feeling and automatic transmission according to the invention.
the reduction of load of the clutch. Fig. 4 A flowchart showing the manner of operation
[0006] To achieve the above-mentioned object, the in- of an electronic control part.
vention is firstly characterized in that, in a sequential au- 50 Fig. 5 A view showing one example of a shift map.
tomatic transmission including shift gears which transmit
the rotation of an engine inputted by way of two clutches Hereinafter, the invention is explained in conjunction with
arranged in parallel to a transmission output shaft, the drawings. Fig. 2 is an enlarged cross-sectional view of
sequential automatic transmission further including a se- an essential part of an automatic transmission according
lection means which selects either one of a neutral po- 55 to one embodiment of the invention. An automatic trans-
sition and a drive position as a shift position and a hy- mission 100 is a multi-stage transmission which includes
draulic control means which changes over the shift gears, four forward speeds and one backward speed. For ex-
the sequential automatic transmission is configured such ample, the automatic transmission 100 is assembled in

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a four-cycle single-cylinder engine. clutch case C1 (C2) are arranged adjacent to the piston
[0010] When a rotational speed of an engine arrives P1 (P2). Further, between the pressure plates B1 (B2)
at a predetermined value (for example, 2000rpm) and a and the holding plate L1 (L2), three clutch plates D1(D2)
start clutch not shown in the drawing is connected, a ro- which are connected to the inner drum A1 (A2) fixedly in
tational driving force of the engine is inputted to the au- 5 the rotational direction and slidably in the axial direction
tomatic transmission 100 from a primary gear GP. The are sandwiched with a slight gap.
driving force which is transmitted to the primary gear GP [0016] Due to such a constitution, when the piston P1
is finally transmitted to an output shaft SO by way of a (P2) is pushed by the oil pressure and the pressure plates
primary shaft SP which constitutes a main shaft and a B1(B2) and the clutch plates D1(D2) are brought into
transmission gear train G which is constituted of a plu- 10 contact with each other thus generating a friction force
rality of pairs of the gears which are mounted on the pri- therebetween, a rotational driving force of the primary
mary shaft SP and a counter shaft SC which constitutes gear GP which rotates the clutch case C1 (C2) is trans-
a sub shaft. To the primary gear GP, an impact absorbing mitted to the inner drum A1 (A2).
mechanism which incorporates a spring 6 therein is as- [0017] An oil passage distributor 1 which adopts the
sembled for absorbing the shock at the time of transmit- 15 duplicate pipe structure is inserted into and fixed to an
ting the driving force. oil gallery 7 which is formed in the primary shaft SP along
[0011] In a first clutch CL1 and a second clutch CL2 an axis of the primary shaft SP. Accordingly, the oil pres-
which constitute a twin clutch, clutch cases C1, C2 are sure which is applied to a supply oil passage 2 passes
arranged on the primary gear GP side and inner drums through the oil passage 5 from an inner tube of the oil
A1, A2 are arranged on a side remote from the primary 20 passage distributor 1 and drives the piston P1 of the first
gear GP, and the first clutch CL1 and the second clutch clutch CL1. On the other hand, the oil pressure which is
CL2 are arranged back to back. An oil pressure gener- applied to a supply oil passage 3 passes through an oil
ating source for performing a hydraulic control of the first passage 4 defined between the inner tube and an outer
clutch CL1 and the second clutch CL2 and an oil passage tube of the oil passage distributor 1 and drives the piston
which is connected to the oil pressure generating source 25 P2 of the second clutch CL2.
are concentrated at a left end portion of the primary shaft [0018] The inner drum A1 which is arranged on the
SP. first clutch CL1 side is integrally formed with an outer
[0012] Shift operations of the respective stages are primary shaft SP2, while the inner drum A2 which is ar-
performed by combining the ON/Off operation of the oil ranged on the second clutch CL2 side is fixedly joined to
pressure which is applied to the first clutch CL1 and the 30 the primary shaft SP. Further, on the outer primary shaft
second clutch CL2 and the sliding operations in the axial SP2 which is rotatably and pivotally supported on the
direction of a first sleeve M1, a second sleeve M2 and a primary shaft SP, a first speed drive gear I1 and a third
third sleeve M3 which are formed of a jaw clutch and are speed drive gear I3 are integrally mounted. The first
engaged with a shift actuator (not shown in the drawing). speed drive gear I1 and the third speed drive gear I3 are
[0013] The first clutch CL1 and the second clutch CL2 35 constantly meshed with a first speed driven gear O1 and
have the same constitution which is constituted of the a third speed driven gear 03 which are respectively ro-
combination of same parts. Hereinafter, the constitution tatably and pivotally supported on the counter shaft SC.
of the first clutch CL1 is explained as a typical example, [0019] Further, a second speed drive gear I2 and a
and portions of the second clutch CL2 which correspond fourth speed drive gear I4 which are rotatably and pivot-
to portions of the first clutch CL1 are indicated with a 40 ally supported on the primary shaft SP are constantly
parenthesis. meshed with a second speed driven gear 02 and a fourth
[0014] The first clutch CL1 (CL2) includes a piston P1 speed driven gear 04 which are rotated together with the
(P2) which is hermetically inserted into a bottom portion counter shaft SC respectively. An output gear GO1 which
of the clutch case C1 (C2) which is fixedly joined to the is fixedly joined to a right end portion of the counter shaft
primary gear GP using an inner oil seal K1(K2) and an 45 SC in the drawing is meshed with an output gear G02
outer oil seal J1(J2). The piston P1(P2) is pushed in the which is fixedly joined to an output shaft SO, and a re-
right direction (the left direction) in the drawing when an verse gear OR which is rotatably and pivotally supported
working oil is supplied under pressure from an oil pas- on the counter shaft SC is constantly meshed with an
sage 5 (4) which is formed in the primary shaft SP along input gear (not shown in the drawing) of a backward
an axis of the primary shaft SP, while the piston P1 (P2) 50 traveling output shaft.
is returned to an original position due to a resilient repul- [0020] Hereinafter, the shift operation of the automatic
sive force of a spring F1(F2) when the pressure of the transmission 100 is explained. Fig. 3 is a schematic view
working oil is lowered. of the automatic transmission 100 according to the in-
[0015] Further, on a right side (left side) of the piston vention. Symbols which are equal to the previously-used
P1 (P2) in the drawing, three pressure plates B1(B2) 55 symbols indicate identical or similar parts. An oil pressure
which are connected to the clutch case C1 (C2) fixedly generating device 101 which respectively performs the
in the rotational direction and slidably in the axial direction hydraulic control on the first clutch CL1 and the second
and a holding plate L1 (L2) which is fixedly joined to the clutch CL2 independently is driven based on signals from

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a control unit 102. Further, sliding operations of the first changed over to the second clutch CL2 from the first
sleeve M1 to the third sleeve M3 in the axial direction are clutch CL1 again. When the second clutch CL2 is oper-
performed by an actuator or the like not shown in the ated, the rotational driving force of the primary gear GP
drawing in an interlocking manner with an operation of is transmitted to the primary shaft SP and hence, the third
the twin clutch. 5 sleeve is slid to the fourth speed drive gear 14 side and
[0021] Hereinafter, a relationship between an ON/OFF is connected to the fourth speed drive gear 14. Accord-
operation of the oil pressure to the twin clutch at the re- ingly, the rotational driving force is transmitted to the
spective shift stages and the sliding operations of the first counter shaft SC by way of a gear train which is consti-
sleeve M1 to the third sleeve M3 is explained. First of all, tuted of the fourth speed drive gear I4 and the fourth
when the shift stage is at a neutral position, the applica- 10 speed driven gear 04.
tion of the oil pressure to either one of the first clutch CL1 [0025] In backward traveling, the oil pressure is con-
and the second clutch CL2 is interrupted, and there arises nected to the first clutch CL1 in the same manner as the
a state that the primary gear GP and the clutch cases shift operation at the first speed. At the same time, the
C1, C2 assume an idling state together with respect to first speed driven gear O1 which is slidable in the axial
the primary shaft SP. Next, when the shift stage is at a 15 direction is connected to the reverse gear OR side, and
first speed, the oil pressure of working oil is applied to the power is transmitted to the output shaft SO by way
the first clutch CL1, and the rotational driving force of the of a backward traveling idle gear not shown in the draw-
primary gear GP is transmitted to the outer primary shaft ing.
SP2. Then, the first sleeve M1 which is connected to the [0026] As described above, the automatic transmis-
counter shaft SC fixedly in the rotational direction and 20 sion 100 is configured such that the respective pairs of
slidably in the axial direction is slid to the first speed driven the shift gears are constantly meshed with each other
gear O1 side and is connected to the first speed driven and a disconnection/connection state of the rotational
gear O1 and hence, the rotation of the first speed drive driving force to the neighboring shift gears is alternately
gear I1 is transmitted to the counter shaft SC by way of performed by two clutches and hence, it is possible to
the first speed driven gear O1 and the first sleeve M1. 25 reduce the shift shock and, at the same time, a shift ma-
The rotation of the counter shaft SC is transmitted to the nipulation can be performed quickly.
output shaft SO by way of the output gear GO1 and the [0027] An electronic control part of the automatic trans-
output gear GO2. mission 100 is explained. The electronic control part of
[0022] Next, when the shift stage is at a second speed, this embodiment controls a shift operation corresponding
a supply destination of the working oil is changed over 30 to a neutral position, a drive position or a reverse position
to the second clutch CL2 from the first clutch CL1 and which is selected in accordance with a manipulation of a
hence, the oil pressure from a switching solenoid 155 is range selection lever (corresponding to a selection
connected to a switching valve 154, and a working oil means in claim 1). At the drive position, the shift operation
pressure force from a linear solenoid valve 152 is con- is performed by a sequential operation in which a shift
nected to the second clutch CL2. Accordingly, the second 35 stage is changed over within a range of from the first
clutch CL2 is operated and the rotational driving force of speed to the fourth speed on a one by one basis.
the primary gear GP is transmitted to the primary shaft [0028] Fig. 4 is flowchart showing the manner of oper-
SP. At the same time, the third sleeve M3 which is con- ation of the electronic control part. In Fig. 4, in step S1,
nected to the primary shaft SP fixedly in the rotational a position of the range selection lever 40 (see Fig. 1) is
direction and slidably in the axial direction is slid to the 40 determined. The determination is performed based on
second speed drive gear I2 side and is connected to the which one of contacts which are provided for the respec-
second speed drive gear I2 and hence, the rotational tive mode selection positions of the range selection lever
driving force is transmitted to the counter shaft SC by 40 is closed (being turned ON). When the range selection
way of a gear train which is constituted of the second lever 40 is arranged at a neutral position, processing ad-
speed drive gear I2 and the second speed driven gear 02. 45 vances to an operation which changes over the automatic
[0023] Further, when the shift stage is at a third speed, transmission 100 to the neutral position. That is, first of
the supply destination of the oil pressure is changed over all, in step S2, the first clutch CL1 and the second clutch
to the first clutch CL1 from the second clutch CL2 again Cl2 are disconnected. In step S3, the vehicle speed is
and hence, the second sleeve M2 which is connected to detected by a well-known vehicle speed detection
the counter shaft SC fixedly in the rotational direction and 50 means. In step S4, it is determined whether the detected
slidably in the axial direction is slid to the third speed vehicle speed is less than a vehicle speed reference val-
driven gear 03 side and is connected to the third speed ue (for example, 3km/hour) or not, that is, whether the
driven gear 03. Accordingly, the rotational driving force detected vehicle speed is a speed which is substantially
is transmitted to the counter shaft SC by way of a gear considered as a stop of the vehicle or not.
train which is constituted of the third speed drive gear I3 55 [0029] When the vehicle speed is less than the preset
and the third speed driven gear 03. vehicle speed reference value, the gears are shifted to
[0024] Further, when the shift stage is at a fourth a neutral state in step S5. When the vehicle speed is
speed, the supply destination of the oil pressure is equal to or more than the vehicle speed reference value,

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the processing advances to step S6, wherein the gears (voltage values) indicative of the neutral position, the
are changed over by operating the first sleeve M1 and drive position, and the reverse position corresponding to
the second sleeve M2 based on a shift map control which the manipulation of the range selection lever 40. When
determines the shift stage in accordance with the shift the neutral determination part 41 detects the neutral po-
map described later. In step S7, it is determined whether 5 sition based on the output of the gear change switch 39,
the range selection lever 40 is held at the neutral position the neutral determination part 41 outputs the neutral sig-
or not. When the range selection lever 40 is at the neutral nal Nt. The neutral signal Nt is inputted to the hydraulic
position, the processing advances to step S4, and when control unit 102 so as to operate the hydraulic control
the range selection lever 40 is at a position other than unit 102 such that the first clutch CL1 and the second
the neutral position, the processing returns to step S1. 10 clutch CL2 are disconnected.
In the shift map control in step S6, the shift stage is up- [0035] The determination signal VJ1 outputted from
dated corresponding to the vehicle speed and a throttle the vehicle speed determination part 36 is inputted to the
opening degree. shift map 43 via the gate G1 which is opened in response
[0030] When the range selection lever 40 is at the drive to the neutral signal Nt. On the other hand, the determi-
position, the processing advances to step S8 from step 15 nation signal VJ2 is inputted to the hydraulic control unit
S1. In step S8, the changeover operation of the first clutch 102 via another gate G2 which is opened in response to
CL1 and the second clutch CL2 and the changeover op- the neutral signal Nt. In response to the determination
eration of the gears attributed to the movement of the signal VJ2, the hydraulic control unit 102 changes over
first sleeve M1 and the second sleeve M2 based on the the gear of the transmission 100 to the neutral position.
shift map control are performed. 20 [0036] The shift map 43 inputs the signal indicative of
[0031] When the range selection lever 40 is at the re- the gear change stage to the hydraulic control unit 102
verse position, the automatic transmission 100 is con- based on the vehicle speed V and the throttle opening
trolled to allow the vehicle to travel in the backward di- degree θTH of the engine detected by the throttle sensor
rection. However, the processing at the time of perform- 44. The hydraulic control unit 102 changes over the gears
ing backward traveling does not constitute the essential 25 of the transmission 100 to the gear change stage inputted
part of the invention and hence, the explanation of the from the shift map 43.
processing at the time of performing backward traveling [0037] The functions of the neutral determination part
is omitted. 41, the vehicle speed determination part 36 and the gates
[0032] Fig. 5 is a view showing one example of the G1, G2 of the control part can be realized using a micro
shift map. In the drawing, a throttle opening degree θTH 30 computer. Further, the memory part 38 which stores the
is taken on an axis of ordinates and a vehicle speed V is vehicle-speed reference value and the shift map 43 may
taken on an axis of abscissas. Since the number of gear be formed of a ROM.
change stages (first speed to fourth speed) are deter- [0038] Here, it is preferable to set the vehicle speed
mined using the vehicle speed V and the throttle opening reference value Vref to a value less than a speed suitable
degree θTH as parameters, the gear change stage is 35 for selecting the gear change stage of first speed. For
decided in accordance with the shift map based on the example, in setting the shift map 43, the vehicle speed
vehicle speed V and the throttle opening degree θTH. reference value Vref is set to a value less than a maximum
For example, at a point A where the throttle opening de- value of the vehicle speed V corresponding to the first
gree θTH is θTH1 and the vehicle speed is V1, the gear speed. That is, to explain in conjunction with Fig. 5, the
change stage is the third speed. When the vehicle speed 40 vehicle speed reference value Vref is set to a value less
is increase in such a state and the vehicle speed moves than the vehicle speed V0.
to a point B which corresponds to the vehicle speed V2, [0039] In this manner, according to this embodiment,
the gear change stage is shifted to the fourth speed. Here, when the vehicle speed V is equal to or more than the
it may be preferable to prepare different shift maps cor- vehicle speed reference value Vref in a state that the
responding to the shift up operation and the shift down 45 range selection lever 40 is manipulated to assume the
operation. neutral position, that is, when it is determined that the
[0033] Fig. 1 is a block diagram showing functions of vehicle is actually traveling, the gear change stage is
essential parts of the electronic control part. In Fig. 1, a changed over to the position corresponding to the vehicle
vehicle speed determination part 36 determines whether speed V and the throttle opening degree θTH. It is need-
the vehicle speed V detected by a vehicle speed sensor 50 less to say that the first clutch CL1 and the second clutch
37 is less than a vehicle speed reference value Vref CL2 are disconnected. Due to such a control, even when
stored in a memory part 38 or not. When the vehicle the changeover manipulation of the range selection lever
speed V is less than the vehicle speed reference value 40 is performed from the neutral position to the drive po-
Vref, the electronic control part outputs a determination sition in a vehicle traveling state, that is, in a state that
signal VJ1, while when the vehicle speed V is not less 55 the vehicle speed V is equal to or more than the vehicle
than the vehicle speed reference value Vref, the elec- speed reference value Vref, the gears are changed over
tronic control part outputs a determination signal VJ2. to the number of shift stage corresponding to the vehicle
[0034] The gear change switch 39 outputs signals speed V and hence, there is no possibility that a sudden

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engine brake is applied to the transmission, and it is pos-


sible to prevent an excessively large load from being ap-
plied to the clutches due to a large engine brake.

[Description of Reference Numerals and Signs] 5

[0040]

1: oil passage distributor


10: engine 10
36: vehicle speed determination part
40: range selection lever
41: neutral determination part
43: shift map
100: automatic transmission 15
CL1: first clutch
CL2: second clutch
GP: primary gear
SC: counter shaft
SI: crankshaft 20
SO: output shaft

Claims
25
1. A sequential automatic transmission (100) including
shift gears which transmit the rotation of an engine
(10) inputted by way of two clutches arranged in par-
allel to a transmission output shaft (SO) , the sequen-
tial automatic transmission (100) further including a 30
selection means which selects either one of a neutral
position and a drive position as a shift position, and
a hydraulic control means which changes over the
shift gears, wherein
the sequential automatic transmission (100) is con- 35
figured such that when the neutral position is select-
ed as the shift position and a vehicle speed of a ve-
hicle which mounts the sequential automatic trans-
mission (100) thereon is equal to or more than a pre-
set low speed, the changeover of the shift gears is 40
performed by the hydraulic control means based on
a transmission map which sets shift stages using the
vehicle speed and a throttle opening degree as pa-
rameters.
45
2. A sequential automatic transmission (100) according
to any of the preceding claims, wherein the sequen-
tial automatic transmission (100) is configured such
that when the neutral position is selected as the shift
position and the vehicle speed is equal to or less 50
than the low speed, the shift gears are controlled to
assume the neutral position by the hydraulic control
means.

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REFERENCES CITED IN THE DESCRIPTION

This list of references cited by the applicant is for the reader’s convenience only. It does not form part of the European
patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be
excluded and the EPO disclaims all liability in this regard.

Patent documents cited in the description

• JP 2004028117 A [0002] [0002]

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