Journal of King Saud University Engineering Sciences (2013) xxx, xxxxxx
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ORIGINAL ARTICLE
Eco-friendly asbestos free brake-pad: Using banana peels
U.D. Idris a, V.S. Aigbodion
a
b,*
, I.J. Abubakar c, C.I. Nwoye
Samaru College of Agriculture, Ahmadu Bello University, Zaria, Nigeria Department of Metallurgical & Materials Engineering, University of Nigeria, Nsukka, Nigeria c Department of Mechanical Engineering, Nuhu Bamalli Polytechnic, Zaria, Nigeria d Department of Metallurgical and Materials Engineering, Nnamdi Azikiwe University, Awka, Nigeria
b
Received 15 April 2013; accepted 11 June 2013
KEYWORDS Asbestos; Banana peels; Morphology; Physical; Mechanical and wear properties
Abstract The use of asbestos ber is being avoided due to its carcinogenic nature that might cause health risks. A new brake pad was produced using banana peels waste to replaced asbestos and Phenolic resin (phenol formaldehyde), as a binder was investigated. The resin was varying from 5 to 30 wt% with interval of 5 wt%. Morphology, physical, mechanical and wear properties of the brake pad were studied. The results shown that compressive strength, hardness and specic gravity of the produced samples were seen to be increasing with increased in wt% resin addition, while the oil soak, water soak, wear rate and percentage charred decreased as wt% resin increased. The samples, containing 25 wt% in uncarbonized banana peels (BUNCp) and 30 wt% carbonized (BCp) gave the better properties in all. The result of this research indicates that banana peels particles can be effectively used as a replacement for asbestos in brake pad manufacture.
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1. Introduction Brake pads are important parts of braking system for all types of vehicles that are equipped with disc brake. Brake pads are steel backing plates with friction material bound to the surface facing the brake disc (Aigbodion and Akadike, 2010). The brake pads generally consist of asbestos bers embedded in polymeric matrix along with several other ingredients.
* Corresponding author. Tel.: +234 8028433576. E-mail address: [email protected] (V.S. Aigbodion). Peer review under responsibility of King Saud University.
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The use of asbestos bre is been avoided due to its carcinogenic nature. A new asbestos free friction material and brake pads has been developed. It is envisioned that future developments in the trend of brake friction materials will closely mimic the current trends of the automotive industry (Dagwa and Ibhadode, 2006). There are two basic types of automobile brakes: drum brakes and disc brakes. In drum brakes, the brake shoes are located inside a drum. When the brakes are applied, the brake shoe is forced outward and presses against the drum. One of the major differences between drum brakes and disc brakes is that drum brakes tend to be enclosed where disc brakes tend to be exposed to the environment (Bono and Dekyrger, 1990; Aigbodion and Agunsoye, 2010,). Until the late 1960s most cars used drum brakes on all four wheels. The pads for these drum brakes were organic
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Please cite this article in press as: Idris, U.D. et al., Eco-friendly asbestos free brake-pad: Using banana peels. Journal of King Saud University Engineering Sciences (2013), http://dx.doi.org/10.1016/j.jksues.2013.06.006
2 (i.e., composed of natural materials) and often consisted of resins and asbestos as well as a variety of other materials to help improved braking and wear. In the late 1960s and early 1970s, automobile manufacturers started to incorporate disc brakes, especially for larger motor vehicles, because such brakes had better braking performance. In 1975, the Federal Motor Vehicle Safety Standard 105, which required more stringent braking requirements, helped expedite the transition to disc front drum rear braking systems (Blau, 2001; Kim et al., 2003). Class A organic disc brake pads were the rst used to make the switch from four wheel drum brake to disc front drum rear systems. Class A organic brake pads were made from asbestos and were effective for low temperatures. As cars started to get smaller in the late 1970s, it became harder to cool the brake pads. Class B organic pads worked better at higher temperatures, but had several problems including durability (Mathur et al., 2004; Dagwa, 2005; Dagwa and Ibhadode, 2005). As a result, the use of semi-metallic brake pads became more popular. Semi-metallic disc brake pads have lower wear rates and good braking properties at both low and high temperatures. Although the use of asbestos for brake pads has not been banned, much of the brake pads industry is moving away from asbestos brake pads because of concerns regarding airborne particles in the factories and disposal of wastes containing asbestos. There are several patents for asbestos free organic friction materials (Dagwa, 2005). Changes in brake pads formulation were also driven by the promulgation of the corporate average fuel efciency requirements in the late 1970s and mid 1980s. These requirements led the automobile industry to switch from rear wheel drive cars to front wheel drive cars. This switch required more front braking which resulted in higher temperatures and a preference for semi-metallic brakes (Gudmand-Hoyer et al., 1999). A lot of researches have been carried out in the area of development of asbestos-free brake pads. The use of coconut shell, palm kernel shell (PKS) has been developed for asbestos free brake pads materials (Dagwa, 2005; Dagwa and Ibhadode, 2005; Aigbodion and Akadike, 2010). Researches all over the world today are focusing on ways of utilizing either industrial or agricultural wastes as a source of raw materials in the industry. These wastes utilization will not only be economically, but may also result to foreign exchange earnings and environmental control. In this project, a review of the materials and constituents currently used in automotive brake friction material after the phasing-out of asbestos is presented as asbestos had gained widespread acknowledgments a carcinogen although the introduction of the asbestos ban in some countries only came about in 1989. All forms of asbestos are carcinogenic. This ban was overruled in 1991 due to widespread complaints of the difculty of nding asbestos replacements; existing uses of asbestos are still permitted, while new applications and uses (of asbestos) are banned (Blau, 2001). The need to develop a new material for asbestos replacement as friction material and yet maintaining the same mechanical properties, still remains a bone of contention. The purpose of this study, is to develop a new asbestos-free brake pads using agricultural waste (Banana peels). Since banana peels is readily available and very cheap to obtain.c 2. Experimental procedure 2.1. Materials/equipment
U.D. Idris et al.
The materials and equipment used during the course of this work are: phenolic resin (phenol formaldehyde), banana peels (see Fig. 1), engine oil (SEA 20/50), water, hydraulic press, brake pad mould, heater, digital weighing balance, sieve honseld tensometer, hardness tester and scanning electron microscope(SEM). 2.2. Method The banana peels was dried and ball mill at 250 rpm to form banana powder (uncarbonized, BUNCP)(see Fig. 2). The powder was packed in a graphite crucible and red in electric resistance furnace at temperature of 1200 C to form banana peels ash (carbonized, BCp) (see Fig. 3). The particle size analysis of the banana peels particles was carried out in accordance with BS1377:1990. 100 g of the particles was placed unto a set of sieves arranged in descending order of neness and shaken for 15 min which is the recommended time to achieved complete classication, the
Figure 1
Photograph of banana peels.
Figure 2 Photograph of banana peels powder uncarbonized (BUNCp).
Please cite this article in press as: Idris, U.D. et al., Eco-friendly asbestos free brake-pad: Using banana peels. Journal of King Saud University Engineering Sciences (2013), http://dx.doi.org/10.1016/j.jksues.2013.06.006
Eco-friendly asbestos free brake-pad: Using banana peels
3 specimens were measured using a vernier caliper. After twenty-four hours of submersion in water and engine oil (SEA 20/50) at 30 C. The specimens were weighed after the excess water and oil had drained off. The following formula was used (Smales, 1995). Absorption% W1 WO 100% WO 1
Figure 3
Photograph of banana peels powder carbonized (BCp).
Figure 4 Photograph of mould for the production of prototype brake pad.
particle retained in the BS. 100 lm was used for the research (Aigbodion and Akadike, 2010). Test samples were produced by varying the phenolic resin from 530 wt% with interval of 5 wt% in the banana peels particles. Two set of samples were produced using the uncarbonized and carbonized banana peels particles. The formulation was properly dry mixed in a mixer, to achieve a homogenous mixture and transferred to a mould kept in a hot platen press at temperature of 150 C at 9.81 107N/m2 pressure for 2 min. The brake pad formulation was cured in an oven at a temperature of 130 C for 8 h (Dagwa, 2005; Dagwa and Ibhadode, 2005). The mould for the production of prototype brake pad is shown in Fig. 4. Scanning electron microscope (SEM), model EVO-MA10 LaB6 Analytical VP-SEM was used to determine the morphology of the samples at 20 kv. Necessary precaution was observed so as to increase surface conductivity (Aigbodion and Akadike, 2010). The true density of the brake pad materials was determined by weighing the samples on a digital weighing machine and measuring their volume by liquid displacement method. Subsequently their specic gravities were determined by dividing the unit weight of brake pad material by the unit weight of water (Aigbodion and Akadike, 2010). The 24-h water and oil soak test was use in determining the water and oil absorption behavior of the asbestos-free brake pad. The samples were oven dried at (70 C), its weight was measured. Subsequently, the dimensions (thickness) of the
W1 = weight after immersion, W0 = weight before immersion. The hardness values was determined using the Brinell hardness tester on B scale (Frank Welltest Brinell Hardness Tester, model 38506) with 1.56 mm steel ball indenter, minor force of 98.1 N, major force of 981 N and hardness values of 101.2HRB as the standard block(Aigbodion and Akadike, 2010). Before the test, the mating surface of the indenter, plunger rod and test samples were thoroughly cleaned by removing dirt, scratches and oil and calibration of the testing machine using the standard block. The samples were placed on anvils, which act as a support for the test samples. A minor force of 98.1 N was applied to the sample in a controlled manner without inducing impact or vibration and zero datum position was established, and then the major force of 981 N was then applied, the reading was taken when the large pointer came to rest or had slowed appreciably and dwelled for up to 2 s. The load was then removed by returning the crank handle to the latched position and the hardness values was read directly from the semi automatic digital scale. The compressive strength test was determined using the Honseld Tensometer. The developed brake pad was subjected to compressive force, load continuously until failure occurred. The load at which failure occurred was then recorded (Aigbodion and Akadike, 2010). The ame resistance of the brake pad material was determined by placed on wire gauze positioned directly on the blue ame of a Bunsen burner. The specimens weight before and after burning were taken after 10 min on the ame (Dagwa and Ibhadode, 2005). A pin-on-disc test apparatus with disc made of white cast iron of hardness value 62 HRC, 120 mm track diameter and 8 mm thick was used to investigate the dry sliding wear rate of the samples accordance with ASTM:G99-05 standard. The initial weight of the samples (pin) was measured using a single pan electronic weighing machine with an accuracy of 0.0001 g. The pin was pressed against the rotating cast iron disc of counter surface roughness of 0.3 lm at a load of 20 N, sliding speed of 5.02 m/s and sliding distance of 5000 m (Dagwa and Ibhadode, 2005). All tests were conducted at room temperature. A friction detecting arm connected to a strain gauge held and loaded the pin samples vertically into the rotating hardened cast iron disc. After running through a xed sliding distance, the samples were removed, cleaned with acetone, dried, and weighed to determine the weight loss due to wear. The differences in weight measured before and after tests give the wear of the samples. The formula used to convert the weight loss into wear rate is (Aigbodion and Akadike, 2010): Wear rate DW S 2
Where DW is the weight difference of the sample before and after the test in mg, S is total sliding distance in m.
Please cite this article in press as: Idris, U.D. et al., Eco-friendly asbestos free brake-pad: Using banana peels. Journal of King Saud University Engineering Sciences (2013), http://dx.doi.org/10.1016/j.jksues.2013.06.006
4 3. Results and discussion Macrostructural studies of the samples revealed a uniform distribution of banana peels and the resin. The distribution of particles is inuenced by good bonding of the resin and the banana peels particles which resulted to good interfacial bonding (see Fig. 5). During the production of the brake pad, it was observed that proper bonding was achieved with that of BUNCp at 20 wt% resin addition, why that of BCp even at 30 wt% resin bonding has not been achieved to a high degree, this may attributed to banana peels ash particles is difcult to wet by the resin. Higher resin addition beyond 30 wt% to BCp may have result to proper bonding. Figs. 69 showed the SEM microstructure of the samples. From Figs. 69, there is more uniform distribution of the resin with the banana peels as the wt% of resin increased in the banana peels particles. This is attributed to proper bonding between the banana peels particles and the resin as the weight percentage of the resin increased in the banana peels which resulted to closer inter-packing interface. This can be appreciable if one compares Figs. 6 and 7 with Figs. 8 and 9. The interfacial bondings of the formulation of BUNCp are better than that of BCp. The microstructure reveals that there are small discontinuities and a reasonably uniform distribution of banana peels particles and the resin. The banana peels particles phase is
U.D. Idris et al.
Figure 7 Microstructure of BCp sample with 10 wt% resin. Showing uniform dark region of resin and white region of banana peels.
(a) BUNCp brake pad sample
Figure 5
(b) BCp brake pad sample
The brake pad formulation using banana peels.
Figure 8 Microstructure of BUNCp sample with 25 wt% resin. Showing more uniform dark region of resin and white region of banana peels.
Figure 6 Microstructure of BUNCp sample with 10 wt% resin. Showing uniform dark region of resin and white region of banana peels.
Figure 9 Microstructure of BCp sample with 25 wt% resin. Showing more uniform dark region of resin and white region of banana peels.
Please cite this article in press as: Idris, U.D. et al., Eco-friendly asbestos free brake-pad: Using banana peels. Journal of King Saud University Engineering Sciences (2013), http://dx.doi.org/10.1016/j.jksues.2013.06.006
Eco-friendly asbestos free brake-pad: Using banana peels
1.4 1.2 Specic gravity(g/cm3) 1 0.8 0.6 0.4 0.2 0 5 10 15 20 25 30 BUNCp BCp
5
2.5 Thickness swelling in SEA oil (%) 2 1.5 1 0.5 0 5 10 15 20 25 30 % of Resin addion BUNCp BCp
% of Resin addion
Figure 10
Variation of specic gravity with wt% resin.
Figure 12 addition.
Variation of % oil absorption with wt% resin
shown as white phase, while the resin phase is dark. The banana peels particles are embedded within the amorphous matrix composed of randomly distributed in the resin planar boundaries. The surface of the agro-waste particles is smooth indicating that the compatibility between particles and the resin was good. It can be seen that the banana peels particles are not detached from the resin surface as the weight fraction of resin increased in the banana peels (Aigbodion and Akadike, 2010). Fig. 10, showed the result of the specic gravity with wt% resin addition. The specic gravity increased as the wt% resin in the banana peels particles. The increased in specic gravity can be attributed to the increases in bonding achieved i.e. increased packing of banana peels particles. Also the highest specic gravity which re sulted to closer packing of banana peels particles creating more homogeneity in the entire phase of the brake pad composite body. The levels of specic gravity obtained are within the recommended values for brake pad application (Kim et al., 2003). Figs. 11 and 12, have shown the water, oil absorption of the produced samples. These properties decreased as the wt% resin increases which can eventually be attributed to the decreased pores because of the close interface packing achieved. Also increased the interfacial bonding between the resin and the banana peels will lead to decreased in the porosity level, hence the solubility values of the brake pad composites (Dagwa and Ibhadode, 2005).
The swelling that occurs during the water and oil absorption is the sum of two components, namely, swelling by hygroscopic particles and the release of compression stresses imparted to the brake pad composites during the pressing of mat in the hot press (Aigbodion and Akadike, 2010). The release of compression stresses, known as springback, is not recovered when the brake pad composites is in a dry state. The lower results values obtained for BCp brake pad composites compared with that of BUNCp results from more resistance of the BCp to absorbed water, block the void and decreased the porosity level. The results obtained for the formulation brake pad composites are within the recommended standard (Dagwa and Ibhadode, 2005). These results are in par with the earlier observation of the works of other researcher (Dagwa and Ibhadode, 2005; Aigbodion and Akadike, 2010, Kim, 2003). The ame resistance results is shown in Fig. 13, from the results it was observed that the ame resistance increased as the weight percentage of the resin increased in the banana peels particles. This may be attributed to the proper bonding of the brake pad formulation which makes it difcult to burnoff easily (Dagwa and Ibhadode, 2005). The brake pad with BCp formulation has a higher ame resistance than the BUNCp formulation. This means that the BCp formulation increased the thermal decomposition
6 Thickness swelling in water (%) 5 4 3 2 1 0 5 10 15 20 25
BUNCp BCp Flame Resistance(%)
45 40 35 30 25 20 15 10 5 0
BUNCp BCp
30
10
15
20
25
30
% of Resin addion
% of Resin addion
Figure 11 addition.
Variation of % water absorption with wt% resin
Figure 13 addition.
Variation of % ame resistance with wt% resin
Please cite this article in press as: Idris, U.D. et al., Eco-friendly asbestos free brake-pad: Using banana peels. Journal of King Saud University Engineering Sciences (2013), http://dx.doi.org/10.1016/j.jksues.2013.06.006
6
120 100
Wear (mg/m)
U.D. Idris et al.
BUNCp BCp
8 7 6 5 4 3 2 1 0 5 10 15 20 25 30 BUNCp BCp
Hardness Values (HRB)
80 60 40 20 0 5 10 15 20 25 30 % of Resin addion
% of Resin addion
Figure 14
Variation of hardness values with wt% resin addition.
Figure 16
Variation of wear rate with wt% of resin addition.
120 Compressive strength(N/mm2) 100 80 60 40 20 0 5 10 15 20 25
BUNCp
0.45 0.4 Co-ecient of fricon 0.35 0.3 0.25 0.2 0.15 0.1 0.05 0 5
BUNCp BCp
BCp
10
15
20
25
30
30
wt% Resin addion
% of Resin addion
Figure 15 addition.
Variation of compressive strength with wt% of resin
Figure 17 addition.
Variation of co-efcient of friction with wt% of resin
temperatures and the residual yields of brake pad composite. This result indicated that the presence of BCp could lead to the stabilization of the brake pad, resulting in the enhancement of the thermal stability. In the BCp brake pad composite, the BCp particles can effectively act as physical barriers to prevent the transport of volatile decomposed products out the brake pad composite during thermal decomposition (Aigbodion and Akadike, 2010). The result of the hardness values is shown in Fig. 14, From Fig. 14, it can be seen that as the weight percentage of resin increased, the hardness values of the samples increases. This is in par with the earlier researches of (Dagwa and Ibhadode, 2005). Fig. 15, showed the compressive strengths of the produced samples. The results have a similar trend with that of hardness values. The compressive strength increases with increased in the wt% of resin addition. This may account for the good distribution and dispersion of the banana peels particles and resin resulting in strong-particles-resin interaction. This good particles dispersion will improve the particles-resin interaction and consequently increases the ability of the brake pad formulation to restrain gross deformation. The BUNCp formulation also has the highest compressive strength. This can be attributed to increasing surface area and pore packaging capability of the BUNCp in the resin. Nevertheless the compressive strength
obtain in this study remained within acceptable levels (Kim et al., 2003). Fig. 16, shown the wear rate of the produced samples. Also decreases in wear rate as the weight fraction of resin increased in the banana peels particles. This may be attributed to higher/ closer packing of the microstructure which has affected stronger bonding of banana peels with resin. Also due to high hardness values and compressive strength of the samples as the resin addition increased in the banana peels particles (Blau, 2001; Aigbodion and Akadike, 2010). The decreased in wear rate of the brake pad formulation be attributed to higher load bearing capacity of formulation and better interfacial bond between the particle and the resin reducing the possibility of particle pull out which may result in higher wear (see Fig. 16). The increased in wear rate of the formulation with BCp may be attributed to low values of interfacial bonding strength obtained. The wear mechanism reported was adhesion and delamination. This observation is in par with the one observed by Aigbodion and Akadike (2010). It is well known that wear process involve fracture, tribochemical effects and plastic ow. Transitions between regions dominated by each of these commonly give rise to changes in wear rate with load. The wear resistance of the brake pad formulation is improved by preventing direct contacts that induce subsurface
Please cite this article in press as: Idris, U.D. et al., Eco-friendly asbestos free brake-pad: Using banana peels. Journal of King Saud University Engineering Sciences (2013), http://dx.doi.org/10.1016/j.jksues.2013.06.006
Eco-friendly asbestos free brake-pad: Using banana peels
Table 1
Properties
Summary of result ndings compared with existing ones.
Commercial brake Laboratory Laboratory pad (asbestos based) formulation formulation (palm kernel shell) (bagasse) New laboratory formulation (banana peels uncarbonized at 25% resin) New laboratory formulation (banana peels carbonized at 30% resin)
1.89 Specic gravity (g/cm3) Wear rate (mg/m) 3.80 Friction co-ecient 0.30.4 Thickness swell in water (%) 0.9 Thickness swell in SEA oil (%) 0.30 Hardness values (HRB) 101 Compressive strength (N/mm2) 110 Flame Resistance (%) Charred ash 9%
1.65 4.40 0.440 5.03 0.44 92.0 103.5 Charred ash 46%
1.43 1.26 1.20 4.20 4.15 4.67 0.420 0.40 0.35 3.48 3.21 3.0 1.11 1.15 1.12 100.5 98.8 71.6 105.6 95.6 61.20 Charred ash 34% Charred ash 24.67% Charred ash 12%
width of 65 mm and depth of the friction material was 12 mm was produced with these formulations (see Fig. 18). The produced protype was carried out to show that the formulation can be used in the production of automotive brake-pad without adding any binders to this formulation. 4. Conclusions
(a) 25wt% resin in BUNCp brake pad (b) 30wt% resin in BCp brake pad
Figure 18
Produced banana peels particles brake pads.
From the results and discussion in this work the following conclusions can be made: (1) Proper bonding was achieved with that of uncarbonized banana peels particles (BUNCp) at 20 wt% resin addition, why that of carbonized banana peels particles (BCp) even at 30 wt% resin bonding has not been achieved to a high degree. (2) Compressive strength, hardness and specic gravity of the produced samples were seen to be increasing with increase in wt% resin addition, while the oil soak, water soak, wear rate and percentage charred decreased as wt% resin increased. (3) The samples, containing 25 wt% in BUNCp and 30 wt%BCp gave the better properties in all. (4) The result of this research indicates that banana peels particles can be effectively used as a replacement for asbestos in brake pad manufacture.
deformation. The addition of hard banana peels particles improves the resistance to seizure. The banana peels particulate allows considerable thermal softening effects without having adverse effects on the wear behavior (Blau, 2001). The presence of the banana peels particles provides a higher thermal stability, increased abrasion and sliding wear resistance at high and delays the transition from mild to severe wear (GudmandHoyer et al., 1999). The co-efcient of friction of the samples increases as the wt% of resin increased in the formulation (see Fig. 17), Again the effect of uncarbonized banana peels particles shows a marked effect as higher friction was recorded for brake pad composites as the wt% of resin increased. Increases in friction coefcient does not tend to have higher wear rate, the above results are consistent with the one reported by (Dagwa and Ibhadode, 2005; Aigbodion and Akadike, 2010). The friction co-efcient fall within the industrial standard ranges of 0.3 0.45 for automotive brake pads system (Dagwa and Ibhadode, 2005). The results of this work indicates that sample containing 25 wt% in BUNCp and 30 wt%BCp gave better properties than other samples tested. Hence, the increase in wt% of resin in the banana peels particles, the better the properties. These grade of results were compared with that of commercial brake pad (asbestos based) and optimum formulation laboratory brake pad (Palm Kernel Shell based (PKS) and bagasse as shown in the Table 1 which were tested under similar conditions (Dagwa and Ibhadode, 2005; Aigbodion and Akadike, 2010). The results are in close agreement. Hence asbestos free brake pad can be produced with these formulations. Taking into consideration, all the desired dimensions of the brake pad, a protype of Peugeot 504 brake pad of length 77 mm,
References
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Please cite this article in press as: Idris, U.D. et al., Eco-friendly asbestos free brake-pad: Using banana peels. Journal of King Saud University Engineering Sciences (2013), http://dx.doi.org/10.1016/j.jksues.2013.06.006
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Kim, S.J., Kim, K.S., Jang, H., 2003. Optimization of manufacturing parameters for brake lining using taguchi method. J. Mater. Process. Technol. 136, 202208. Mathur, R.B., Thiyagarajan, P., Dhami, T.L., 2004. Controlling the hardness and tribological behavior of non-asbestos brake lining materials for automobiles. J. Carbon Sci. 5 (1), 611. Smales, H., 1995. Friction materials-black art of science. J. Autom. Eng. 209 (3), 151157.
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