EP1247715A1 - Traction and buffing device for railway vehicles - Google Patents

Abstract

Pulling and pushing device comprises a central coupling rod (1) fixed to a rail vehicle on both sides using a fixing device (5) provided with a hinge (7). The rotating point (29) of the hinge of each fixing device lies in the region of or behind a power inlet surface (26) via which collision forces are conveyed from the coupling rod to each fixing device. Devices are arranged between the power inlet surface and the coupling rod to push the power transfer center of gravity for collision forces in the deviating direction of the coupling rod. <??>Preferred Features: The power inlet surface is arranged on the front side of a fixing device by which the fixing device is fixed to the rail vehicle. The fixing device has a flange (8) on which the power inlet surface is arranged.

Description

The invention relates to a pulling and pushing device for rail vehicles according to the preamble of claim 1.

Train and push devices for rail vehicles are available in different versions as known for example in the form of buffers or couplings.

A fundamental problem with train and push devices for rail vehicles consists in the fact that in push mode or when braking via the respective Pulling and pushing device Pushing forces from one rail vehicle to the other are exercised, which is a sideways component, i.e. a cross to Longitudinal force of the rail vehicle have directed force. These cross components occur especially when driving through curves, because the longitudinal central axis of a rail vehicle at an angle to the longitudinal central axis of the preceding or following rail vehicle. So that Derailment safety of rail vehicles is guaranteed, this cross component may not exceed a certain value in relation to the longitudinal force.

For example, EP 1 022 206 is a generic pulling and pushing device known for close coupled rail vehicles. This is on both sides with each a support plate for attachment to the undercarriage of the rail vehicle. Each support plate contains a fork head for receiving a hinge pin which the head of the clutch is articulated.

Furthermore, DE 41 18 529 is a pulling and pushing device for short-coupled Rail vehicles known. This is provided with a pull and push rod, the head part of which is connected to a drawbar via a hinge pin. The The end face of this head part lies directly on the pressure plate fixed to the vehicle. When the coupling rod is deflected, the force introduction point on the pressure side shifts at first in the direction of deflection. After that, however, when deflecting further the coupling rod, the point of force application on the pressure side moves again inside, which is undesirable because it causes the transverse component in relation to the longitudinal force increases again and thus the risk of derailment of the rail vehicle in the Push operation is no longer guaranteed.

Another generic coupling device for rail vehicles is out WO 00/64723 known. This coupling device has a central coupling rod on, both ends of which are connected to the rail vehicle via an articulated connection are connected. The articulation has fastened to the coupling rod Yoke on, along with a tie rod with a spherical head Ball joint forms. The yoke is supported on the pressure side by a spring-loaded Pressure plate. When the coupling rod is deflected, the force application point moves on the pressure side first outwards and then again when deflecting again to move inwards, which leads to the problems mentioned above and the risk of derailment of the rail vehicle increases when pushing.

The object of the invention is based on the known prior art now in a clutch arrangement defined in the preamble of claim 1 for To design rail vehicles so that when pressure forces occur Ratio of lateral force to longitudinal force (Fq / FI), especially with unfavorable ones Conditions is smaller, so that the derailment safety of the rail vehicles is increased when impact forces occur.

This object is achieved by the features stated in the characterizing part of claim 1 solved.

The basic idea according to the invention is on both sides of the central one Coupling rod a rotary fastening devices for fixing to the rail vehicle to provide, the pivot point of the joint of the respective rotary fastening device in the area or behind a force application surface, over which Impact forces from the coupling rod to the respective rotary fastening device are transmitted, and wherein between said force application surface and the coupling rod means are arranged, which the lateral deflection of the Coupling rod is the center of power transmission for impact forces in the deflection direction move the coupling rod.

These features determine the direction of the action on the rail vehicle Force (force action line) so influenced that the lateral force becomes smaller in the ratio to the longitudinal compressive force. The smaller the forces acting across the vehicle, the higher the safety against derailment or the higher the permissible Longitudinal compressive forces for a given permissible transverse force.

Preferred embodiments of the invention are in dependent claims 2 circumscribed to 16.

Fig. 1

eine teilweise im Schnitt dargestellte Zug- und Stossvorrichtung in einer Seitenansicht;

Fig. 2

einen Befestigungsflansch in einer Draufsicht;

Fig. 3

die eine Seite der Zug- und Stossvorrichtung gemäss Fig.1 in ausgelenktem Zustand;

Fig. 4

die Zug- und Stossvorrichtung in einem ersten Betriebszustand;

Fig. 5

zwei durch die Zug- und Stossvorrichtung miteinander verbundene Schienenfahrzeuge beim Durchfahren eines Bogens;

Fig. 6

zwei durch die Zug- und Stossvorrichtung miteinander verbundene Schienenfahrzeuge beim Durchfahren eines S-förmigen Gleisabschnitts;

Fig. 7

eine alternative Ausführung einer teilweise im Schnitt dargestellte Zug- und Stossvorrichtung, und

Fig. 8

die eine Seite der Zug- und Stossvorrichtung gemäss Fig. 7 in ausgelenktem Zustand.

The invention is explained in more detail below with reference to drawings. It shows:

Fig. 1

a partially shown in section pulling and pushing device in a side view;

Fig. 2

a mounting flange in a plan view;

Fig. 3

one side of the pulling and pushing device according to FIG. 1 in the deflected state;

Fig. 4

the pulling and pushing device in a first operating state;

Fig. 5

two rail vehicles connected by the pulling and pushing device when passing through an arch;

Fig. 6

two rail vehicles connected to one another by the pulling and pushing device when driving through an S-shaped track section;

Fig. 7

an alternative embodiment of a pulling and pushing device partially shown in section, and

Fig. 8

one side of the pulling and pushing device according to FIG. 7 in the deflected state.

Fig. 1 shows a pulling and pushing device, which is particularly suitable for close coupling of rail vehicles. Because the pulling and pushing device is symmetrical in the following explanations, mostly only the left, cut half of the pulling and pushing device referred. It understands that corresponding parts are also available on the other -right- side are.

The pulling and pushing device has a central coupling rod 1, which preferably is produced as a cast part, in particular as a spheroidal cast iron part. The coupling rod 1 is essentially tubular, the wall thickness towards the end 2 increases. The end face of the coupling rod 1 is closed by a closing part 3. On both sides of the coupling rod 1 is a rotary fastening device 5, 6 arranged. This comprises a flange 8, by means of which the Pulling and pushing device is attached to the rail vehicle (not shown). The flange 8 is arranged between two spring assemblies 9, 12, the inner Spring assembly 9 in the direction of impact and the outer spring assembly 12 in the pulling direction is. Between the two spring assemblies 9, 12 or between the flange 8 and the spring assembly 9 effective in the pressure direction is also one on the outside the coupling rod 1 guided, piston-shaped sleeve 16 clamped, which is provided with a bore 17 through which a tie rod 20 extends. The sleeve 16 is axially displaceable in relation to the coupling rod 1. Between the Outside of the coupling rod 1 and the inside of the sleeve 16 are two annular Plastic tapes 19 arranged, which act as a plain bearing. The sleeve 16 is is provided on the side facing the flange 8 with a head part 18 which has a partially spherical surface 25, the central part of the Head portion 18 is preferably flattened. The flange 8 forms together with the head part 18 a pressure joint 15, by means of which occurring during driving Pressure forces are transmitted from the coupling rod 1 to the rail vehicle.

The reference numeral 26 designates a force introduction surface over which Impact forces from the coupling rod 1 to the fixed to be fixed to the vehicle Flange are transmitted. In the example shown, the force introduction surface 26 falls with the end face of the flange 8 facing the head part 18. This Force introduction surface 26 thus forms the transition from the deflectable for impact forces to those permanently connected or to be connected to the rail vehicle Elements.

In the undeflected state of the pulling and pushing device shown here takes place the power transmission in the direction of impact from the coupling rod 1 or from the Sleeve 16 on the flange 8 over the straight central portion of the head part 18. Die Sleeve 16 is arranged such that its longitudinal central axis is rotatable. The one the sleeve 16 arranged head part 18 is preferably made of plastic, so that a sliding pairing between the head part 18 and the one made of steel Flange 8 is formed.

Both the sleeve 16 and the end part 3 of the coupling rod 1 are with each a through hole 4, 17 through which the pull rod 20 extends. The pull rod 20 designed as a head screw serves to pretension the two spring assemblies 9, 12 and the transmission of tensile forces. To support the active spring package 12 is between the head 21 of the pull rod 20 and the spring assembly 12 a pressure plate 27 is arranged. At the thread end 22 of the Pull rod 20 is screwed on a nut 24, which is located on the inside of the End part 3 of the coupling rod 1 supports. The nut 24 is by means of a locking ring 23 secured against rotation.

The flange 8 is fixed to the pull rod 20 by means of a ball joint 7. The fulcrum 29 of the ball joint 7 lies behind the force introduction surface 26 of the Flange 8. By providing a ball joint 7, both a horizontal as well as vertical deflection of the coupling rod 1 in relation to the flange 8. The bore 4 in the end part 3 is preferably so large that under a radial gap between the pull rod 20 and the Bore wall in the final part 3 remains and no executives the end part 3 are exerted on the pull rod 20. The executives will preferably on the sleeve 16 on the guide bands 19 and thus on the Transfer coupling rod 1. With this configuration, the Drawbar 20 acting bending forces are reduced.

Each spring assembly 9, 12 consists of a large number of elastomeric plastics Manufactured spring elements 10, 13 which between themselves by washers 11, 14th are separated. By providing independent spring assemblies 9, 13 for pressure and tension a smooth change from train to push and vice versa is achieved. Through the Arrangement of the flange 8 between the two preloaded spring assemblies 9, 12 is the flange 8 in the unloaded idle state in a so-called Floating position in which an absolutely shock-free stroke enables changes in force becomes. This behavior, which is very advantageous in terms of train dynamics, is particularly noticeable also achieved through any waiver of stroke limitations. By the headboard 18 is provided with a flattened middle part, is not deflected Coupling rod 1, i.e. with a straight track section, is a large area of the head part 18 on the flange 8, which results in a stabilizing effect Has. In particular, this can cause the rearmost to roll and swing Car can be prevented during a steady drive. By the sleeve 16 around the Longitudinal center axis is rotatably arranged, a uniform wear of the Head part 18 reached.

Of course, the one at least partially provided with a spherical surface 25 Head part 18 also arranged directly on the coupling rod 1 and thereby on the Sleeve 16 are dispensed with. In this case, the spring assembly that is active on the pressure side would have to be relocated to the inside of the coupling rod and the pull rod 20 accordingly be dimensioned.

Alternatively, of course, the flange 8 could also face the one facing the head part 18 Side with a partially spherical surface and the head part 18 is provided with a straight or slightly spherical surface become.

2, the mounting flange 8 is shown in a plan view, from which in particular Fastening holes 28 can be seen, which for performing Screws are provided, by means of which the flange 8 and thus the tension and Push device can be fixed to the rail vehicle. Instead of the shown Flange 8 can, however, also use flanges without mounting holes become. In this case, the respective flange is placed in a corresponding slot introduced in the rail vehicle, preferably on the underside a locking plate is provided which prevents the flange from falling out prevents.

3 shows the left side of the pulling and pushing device according to FIG Condition in an enlarged view. At 30 is the flattened middle part of the Designated head part 18. The coupling rod 1 is in the present case by approximately 6 ° the hinted vehicle longitudinal axis 32 of the rail vehicle deflected, the longitudinal central axis of the coupling rod 1 with the Reference numeral 33 is provided. From this representation it can be seen that by the deflection of the coupling rod 1, the contact between the head part 18th the sleeve 16 and the flange 8 in the direction of deflection of the coupling rod 1, i.e. in relation on the longitudinal central axis 33 radially outwards, so that the Flange 8 now at the point marked X on the spherically shaped surface 25 of the head part 18 abuts. As a result, the force is applied in the direction of impact from the coupling rod 1 or from the sleeve 16 to the flange 8 also at the position marked X. By the pivot point 29 of the ball joint 7 as lies behind the force introduction surface 26 in the example shown, shifts when deflecting the coupling rod 1, the center of gravity of the power transmission on the pressure side X continuously in the direction of deflection of the coupling rod 1 of compressive forces the ratio of lateral force to longitudinal force (Fq / FI) smaller and the Derailment security of the rail vehicle is increased. If from the direction is spoken, this usually means that the pulling and pushing device an impact force is exerted on the corresponding vehicle, which in particular occurs when the vehicle brakes or when in overrun. However, it is not absolutely necessary that the pivot point 29 of the ball joint 7 behind the force introduction surface 26 is located, but the fulcrum could also be up to the Force introduction surface 26 pushed up, or even slightly above in individual cases be postponed.

Fig. 4 shows the pulling and pushing device in a first operating state, which can occur when driving through an S-bend. It can be seen from this illustration that the force action line 34 running between the pressure introduction points XI, Xr runs practically parallel to the schematically illustrated longitudinal axes 35, 36 of the rail vehicles. The lateral forces can be kept very low. The angle between the line of action 34 and the longitudinal central axis 37 of the coupling rod 1 is denoted by a. The direction of deflection of the coupling rod 1 with respect to the left flange 8 is indicated by an arrow 38 and the direction of displacement of the left force application point XI by an arrow 39. The head part 18 and the pressure-side force application point XI thus shift in the direction of deflection 38 when the coupling rod 1 is deflected the coupling rod 1.

Fig. 5 shows schematically two connected by means of a pulling and pushing device Rail vehicles 40, 41. The operating state shown then occurs, for example when the right rail vehicle is in an arc with a radius of approx. Retracts 150m. On the basis of the line of force 44 drawn in, it can be seen that even in this operating state, the force action line 44 is only a small one Includes angle with the longitudinal central axis 42, 43 of the respective vehicle 40, 41, or runs practically parallel to it.

6 shows a schematically illustrated pulling and pushing device in the state, when the two rail vehicles 45, 46 pass through a UIC-S curve. Also here the line of action 49 runs practically parallel to the longitudinal axes 47, 48 of the rail vehicles 45, 46, so that the lateral forces are again very small.

7 shows an alternative embodiment of a pulling and pushing device, in the following, in particular the differences from the previous exemplary embodiment 1 to 4 is received. Same parts are in this embodiment with the addition "a".

The pulling and pushing device has a central coupling rod 1a, which, in Contrary to the previous embodiment, is not formed in one piece, but consists of two parts 1b, 1c, which are screwed together in the middle. To fix the rotary fastening device 5a to the coupling rod 1a is again a pull rod 20a is provided, wherein to absorb the tensile forces between the pressure plate 27a supported on the head 21a of the pull rod 20a and the flange 8a a spring assembly 12a is arranged.

The main difference to the previous embodiment, however, is the type and design of the means for shifting the center of gravity of the transmission. In the present case, a spring arrangement is used instead of a pressure joint 50 provided as a central element an annular, made of elastomer Has plastic compression spring 51. The compression spring 51 has in Pressure direction has a high spring stiffness and is between the mounting flange 8a and a sleeve 52 pushed onto the end of the coupling rod 1a. The sleeve 52 lies by means of a shoulder 53 at the front end of the coupling rod 1a and supports the compression spring 51 over the entire surface. Between the mounting flange 8a and the compression spring 51 is also a slide plate 54 and an intermediate plate 55 arranged. The two plates 54, 55 are screwed together and rotatably supported on the pull rod 20a by means of a common ball joint 56. There is also an intermediate washer on each side of the compression spring 51 arranged.

The mounting flange 8a is in turn by means of a ball joint 7a Drawbar 20a supported, the ball joint 7a not centrally in the flange 8a but is slightly offset towards the rear of the rail vehicle. As a result, the pivot point 29a of the ball joint 7a lies further behind the force introduction surface 26a, the force introduction surface 26a also in this case the end face of the flange 8a facing the coupling rod 1a is formed, which at the same time the power transfer plane from the deflectable coupling rod 1a represents the rotary fastening device 5a to be fixed on the rail vehicle. Due to the rear-facing arrangement of the ball joint 7a and the sliding plate 54 and the intermediate plate 55, the distance between the pivot point 29a of the ball joint 7a and the compression spring 51 is still enlarged.

8 shows the right side of the pulling and pushing device according to FIG. 7 in deflected state visible. When deflecting the coupling rod 1a laterally the compression spring 51 is compressed on the deflection side, while on the other side is relieved. In contrast to the previous embodiment the impact force is not over a point or line-shaped contact surface in the Pressure joint 15 (Fig. 1) transmitted, but it is flat by means of the compression spring 51 transferred from the sleeve 52 to the intermediate plate 55. The power transmission surface is approximately indicated by a hatched area F. Analogous to previous example, however, shifts with increasing deflection of the coupling rod 1a the power transmission center of gravity X1 continuously in the deflection direction the coupling rod 1a. Through the sliding plate 54, which consists of a plastic, compared to the flange 8a, which is preferably made of cast iron, with good Sliding properties is provided, the radial offset between the compression spring 51 and the flange 8a largely absorbed when deflecting the coupling rod 1a become. The compression spring 51 is not primarily for recording in the present case the impact energy used, but to shift the center of gravity of the transmission X1 depending on the deflection angle of the coupling rod 1a. This compression spring 51 thus provides a relatively large-area power transmission reached so that despite the shift in the center of gravity of the transmission X1 low specific surface pressures occur, which is the use of simple and nevertheless maintenance-free sliding materials, such as those used for the manufacture of Slide plate 54 are used, allowed.

• Höhere Entgleisungssicherheit durch exzentrische Krafteinleitung im Stossbetrieb, beim Einfahren in Kurven und beim Durchfahren von S-Bögen;
• Vorgespannte spielfreie Drehbefestigungsvorrichtung;
• Weicher Wechsel von Zug auf Druck und umgekehrt dank unabhängigen Federpaketen für Druck und Zug;
• Automatische Spielaufhebung;
• Weitgehend wartungsfrei, da bei der Variante gemäss Fig. 1 eine gleichmässige Abnützung des Kopfteils erreicht wird, bzw. bei der Variante gemäss Fig. 7 niedrige spezifische Flächenpressungen auftreten;
• Stabilisierende Wirkung bei Geradeausfahrt dank grossflächiger Auflage; damit werden einerseits Schlinger- und Schwingbewegungen des hintersten Wagens bei Beharrungsfahrt verhindert und andererseits wird das seitliche Ausbrechen des Wagens beim Auftreten von hohen Längsdruckkräften bei Geradeausfahrt verhindert;

The advantages of the pulling and pushing device according to the invention can be summarized as follows:

• Higher derailment security through eccentric application of force in impact operation, when entering bends and when driving through S-bends;
• Preloaded backlash-free fastening device;
• Smooth change from train to push and vice versa thanks to independent spring packs for push and pull;
• Automatic game cancellation;
• Largely maintenance-free, since uniform wear of the head part is achieved in the variant according to FIG. 1, or low specific surface pressures occur in the variant according to FIG. 7;
• Stabilizing effect when driving straight ahead thanks to a large surface area; on the one hand, this prevents the rearmost wagon from swinging and swinging during a steady drive, and on the other hand prevents the wagon from breaking out sideways when high longitudinal pressure forces occur when driving straight ahead;

LIST OF REFERENCE NUMBERS

1

coupling rod

2

End of the coupling rod

3

connector

4

drilling

5

Rotary fixture

6

Rotary fixture

7

ball joint

8th

flange

9

spring assembly

10

spring element

11

washer

12

spring assembly

13

spring element

14

washer

15

press link

16

shell

17

drilling

18

headboard

19

Plastic tape

20

pull bar

21

head

22

End of the drawbar

23

circlip

24

mother

25

spherical surface

26

Force introduction surface

27

printing plates

28

mounting holes

29

pivot point

30

flattened middle part

31 32

vehicle longitudinal axis

33

Longitudinal central axis

34

Line of action

35

Longitudinal axis of a rail vehicle

36

Longitudinal axis of the other rail vehicle

37

Longitudinal central axis

38

Arrow (direction of deflection)

39

Direction of displacement of the force application point

40

track vehicle

41

track vehicle

42

Longitudinal central axis

43

Longitudinal central axis

44

Line of action

45

track vehicle

46

track vehicle

47

Longitudinal central axis

48

Longitudinal central axis

49

Line of action

50

spring assembly

51

compression spring

52

shell

53

shoulder

54

sliding plate

55

intermediate plate

56

ball joint

Claims (16)

Pulling and pushing device for the articulated connection of rail vehicles, with a central coupling rod (1, 1a) which can be fixed on both sides to the rail vehicle by means of a rotary fastening device (5, 5a) provided with a joint (7, 7a), characterized in that that the pivot point (29, 29a) of the joint (7, 7a) of the respective rotary fastening device (5, 5a) lies in the area or behind a force introduction surface (26, 26a), via which impact forces from the coupling rod (1, 1a) to the respective one Rotary fastening device (5, 5a) are transmitted, wherein means (15, 50) are arranged between said force introduction surface (26, 26a) and the coupling rod (1, 1a), which means, when the coupling rod (1, 1a) is deflected laterally, the center of force transmission ( Move X, X1) for impact forces in the direction of deflection of the coupling rod (1, 1a). Pulling and pushing device according to Claim 1, characterized in that the force introduction surface (26, 26a) is arranged on the end face of a fastening means (8, 8a) by means of which the rotary fastening device (5, 5a) can be fixed on the rail vehicle. Pulling and pushing device according to claim 1 or 2, characterized in that the rotary fastening device (5) has a flange (8) on which the force introduction surface (26) is arranged, with the coupling rod (1 ) actively connected head part (18) is supported on the pressure side, and wherein the force introduction surface (26) and / or the surface (25) of the head part (18) is / are at least partially spherical and together form a pressure joint (15) which is used for lateral Deflecting the coupling rod (1) continuously shifts the center of gravity (X) for impact forces in the deflection direction of the coupling rod (1). Pulling and pushing device according to Claim 1 or 2, characterized in that the said means comprise a spring arrangement (50) pretensioned in the pushing direction, which is in operative connection with the coupling rod (1a) and is deflected together with the latter, the spring arrangement (50) has such a high spring stiffness in the direction of impact that the center of force transmission (X1) shifts in the direction of deflection of the coupling rod (1a) as the deflection increases. Pulling and pushing device according to claim 4, characterized in that the spring arrangement (50) comprises at least one annular compression spring (51) made of elastomeric plastic. Pulling and pushing device according to claim 5, characterized in that a slide plate (54) is arranged between the force introduction surface (26a) and the compression spring (51), on which the compression spring (51) is axially supported directly or indirectly. Pulling and pushing device according to claim 6, characterized in that an intermediate plate (55) is arranged between the slide plate (54) and the compression spring (51), which is connected to the slide plate (54), the intermediate plate (55) and the Slide plate (54) are supported together by means of a swivel joint (56). Pulling and pushing device according to one of claims 4 to 7, characterized in that each rotary fastening device (5a) has a flange (8a) for mechanical fixing to the rail vehicle, and that between this flange (8a) and the coupling rod (1a) the means ( 50) are arranged which, when the coupling rod (1a) is deflected laterally, shift the center of force transmission (X1) for impact forces in the deflection direction of the coupling rod (1a). Pulling and pushing device according to claim 8, characterized in that the flange (8a) is arranged between the spring arrangement (50) and a spring assembly (12a), a pull rod (20a) supported on the pulling side on the coupling rod (1a) for prestressing the spring arrangement (50) and the spring assembly (12a) is provided, and the flange (8a) is rotatably fixed to the pull rod (20a) by means of a ball joint (7a). Pulling and pushing device according to claim 9, characterized in that a sleeve (52) is arranged at the front end of the coupling rod (1a), which rests on the coupling rod (1a) by means of a shoulder (53) and the compression spring (51) in supported in the axial direction over the entire surface. Pulling and pushing device according to claim 3, characterized in that the head part (18) is resiliently connected to the coupling rod (1). Pulling and pushing device according to claim 11, characterized in that the at least partially spherical surface (25) has a flattened central section (30). Pulling and pushing device according to claim 3, characterized in that the flange (8) is arranged between two spring assemblies (9, 12), one of which is active in the pushing direction and the other in the pulling direction, one on the pulling side on the coupling rod (1) Supported pull rod (20) is provided for prestressing the spring assemblies (9, 12), and the flange (8) is rotatably fixed to the pull rod (20) by means of a joint (7). Pulling and pushing device according to claim 13, characterized in that the central coupling rod (1) is provided on both sides with a sleeve (16) which is guided on the coupling rod (1) and which is at least partially on the side facing the flange (8) spherical head part (18) is provided, the spring assembly (9) active in the pressure direction being arranged between the end face of the coupling rod (1) and the sleeve (16) in such a way that the sleeve (16) is axially relative to the coupling rod (1) is movable. Pulling and pushing device according to claim 14, characterized in that the sleeve (16) is arranged rotatably about the longitudinal central axis (33). Pulling and pushing device according to claim 3, characterized in that the at least partially spherical surface (25) is arranged directly on the coupling rod (1).

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