JP2013129228A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device which can actuate a gas pedal erroneous-stepping control without stopping the pre-clash brake control.SOLUTION: The vehicle control device includes: an gas pedal erroneous-operation suppressing means for limiting engine power when an obstacle exists in a traveling direction of the vehicle and a speed of the vehicle is lower than a first threshold and an gas pedal-opening degree is higher than a second threshold; and a vehicle braking means for braking the vehicle even if a brake pedal is not stepped when a speed of the vehicle is equal to or more than a third threshold, and then canceling the brake applied to the vehicle when a gas pedal-opening degree is higher than a fourth threshold or a predetermined time lapses after the vehicle stop. The vehicle braking means prevents the canceling of the brake applied to the vehicle while the engine power is limited by the gas pedal erroneous-operation suppressing means or when the gas pedal erroneous-operation suppressing means is operated once and shifted to a continuous vehicle braking operation.

Description

  The present invention relates to a vehicle control device that limits an engine output based on a vehicle speed and an accelerator opening degree when starting.

  A system that detects that there is an obstacle in the traveling direction of the vehicle when starting or running at a low speed, and determines that the accelerator has been stepped on when the driver has stepped on the accelerator greatly, limiting the engine output (hereinafter referred to as an accelerator misstep) (Referred to as Patent Document 1). Also known is a system (hereinafter referred to as pre-crash brake (PB) control) that automatically brakes and reduces damage or avoids collision when there is an obstacle ahead while driving.

  In the latter PB control, after the automatic braking is performed by the PB control (after the stop), the automatic braking is often quickly released when the driver depresses the accelerator pedal or a certain time elapses. This is because the preceding vehicle turns to the left after the own vehicle automatically stops by PB control with respect to the preceding vehicle (and more particularly when the following vehicle is approaching), so that the own vehicle can be accelerated quickly. Because. For this reason, the PB control system detects that the driver has stepped on the accelerator greatly (or that the driver has stepped on quickly or has stepped on strongly), cancels automatic braking, and performs acceleration control based on the driver's accelerator operation. Return to. Also, depending on the system, automatic braking is canceled when a predetermined time has elapsed after stopping by PB control.

  However, since the erroneous accelerator depression control operates in the low speed range and the PB control operates in the low speed range or more, if the automatic braking by the PB control is canceled, the engine output is limited by the erroneous accelerator depression control and the automatic braking by the PB control. A situation arises in which neither of these works.

  With respect to such a point, a technique for suppressing the driver's accelerator pedal operation even if the driver's accelerator operation is performed after starting the braking force control is considered (for example, see Patent Document 2). Patent Document 2 discloses a driving operation support device that detects an erroneous operation of a driver's accelerator pedal after starting braking force control and suppresses the driver's accelerator pedal operation.

JP 2003-56371 A JP 2010-188899 A

  However, in the driving operation support device described in Patent Document 2, since the braking force control is stopped after the braking force control is activated, the braking force control is not activated unless an erroneous operation of the driver's accelerator pedal is detected. There is a problem.

  In view of the above-described problems, the present invention provides a PB control in a case where the accelerator erroneous stepping control is in operation or the operation of the accelerator erroneous stepping control is required in PB (pre-crash brake) control that stops the control when a specific condition is satisfied. An object of the present invention is to provide a vehicle control device that can prevent the vehicle from being stopped.

  The present invention relates to obstacle detection results from obstacle detection means for detecting obstacles in the vehicle traveling direction, vehicle speed information from vehicle speed detection means for detecting vehicle speed, and accelerator opening detection means to detect accelerator opening. A vehicle control device for acquiring an opening degree, and when there is an obstacle in the vehicle traveling direction, an accelerator misoperation that restricts engine output when the vehicle speed is less than a first threshold value and the accelerator opening degree is greater than a second threshold value. When the vehicle speed is greater than or equal to the third threshold, the vehicle is braked even if the brake pedal is not depressed, and the accelerator position is greater than or equal to the fourth threshold or when a predetermined time elapses after the vehicle stops. Vehicle braking means for releasing braking, and the vehicle braking means includes the accelerator erroneous operation suppressing means while the accelerator erroneous operation suppressing means restricts the engine output. It is characterized in that the release of the braking of the vehicle is prohibited when the vehicle has been operated and shifted to the vehicle braking continuously.

  In PB (pre-crash brake) control that stops the control when a specific condition is satisfied, it is possible to prevent the PB control from being stopped when the erroneous accelerator stepping control is operating or when the erroneous accelerator stepping operation is required. A vehicle control device can be provided.

It is an example of the schematic block diagram of a vehicle control apparatus. It is an example of the flowchart figure which shows the control procedure of a vehicle control apparatus. It is another example of the flowchart figure which shows the control procedure of a vehicle control apparatus.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
First, a situation in which the vehicle control device 200 of this embodiment is focused will be described.
1. As a conventional technique, the PB control is activated when an obstacle is detected at a vehicle speed of 5 km / h or more, and is canceled when the accelerator operation amount is large (above a threshold value). The operation of the PB control mainly refers to applying automatic braking. Canceling PB control means stopping automatic braking and not operating even if the operating conditions are satisfied.

  Further, the accelerator misstepping control is activated when an obstacle is detected and the accelerator opening is equal to or greater than a threshold value in a stop state to a low speed range of the vehicle, and is canceled when the PB control is activated. Although the meaning of the operation is the same, the operation of the erroneous accelerator stepping control is mainly a limitation of the engine output.

  Assume that the host vehicle is stopped, there is an obstacle ahead, the driver makes a mistake in the shift levers D and R, and depresses the accelerator pedal. However, since the accelerator misstep control is activated, the host vehicle does not accelerate rapidly. In this case, the vehicle speed gradually increases with a small acceleration and eventually exceeds 5 km / h. When the vehicle speed exceeds 5 km / h, the PB control is activated, so that the erroneous accelerator stepping control is cancelled.

  However, even if the PB control is activated, the PB control is canceled immediately if the accelerator operation amount is large so that the host vehicle can accelerate quickly as described above. As a result, the accelerator depressing control does not operate and it is difficult to avoid a sudden start.

  2. Similarly, the PB control is activated when an obstacle is detected at a vehicle speed of 5 km / h or higher, and the PB control is canceled 2 seconds after stopping by automatic braking. Further, it is assumed that the erroneous accelerator depression control is activated when an obstacle is detected and the accelerator opening is equal to or greater than a threshold value when the vehicle is in a stop state to a low speed range, and is canceled when the PB control unit is activated.

  The same as 1 above until the vehicle speed exceeds 5 km / h. When the vehicle speed exceeds 5 km / h, the PB control is activated, so that the erroneous accelerator stepping control is cancelled. However, when the PB control unit is activated and the vehicle stops, the PB control is canceled in about 2 seconds, and as a result, both the PB control and the accelerator misstepping control are canceled. For this reason, it becomes difficult to avoid sudden start because the accelerator stepping control does not operate.

  The vehicle control apparatus 200 according to the present embodiment does not cancel the PB control even when the accelerator condition for the PB control is satisfied, during the operation of the accelerator erroneous stepping control or when the operation of the accelerator erroneous stepping control is necessary. This makes it possible to reduce damage or avoid collisions.

  It is also conceivable to perform control so that the PB control is not operated while the accelerator erroneous stepping control is operating (accelerator erroneous stepping control is not canceled). However, in that case, the PB control does not operate even at 5 km / h or more, so that damage reduction or collision avoidance becomes difficult.

[Configuration example]
FIG. 1 shows an example of a schematic configuration diagram of the vehicle control device 200. The vehicle control device 200 is controlled by an ECU (Electronic Control Unit) 100. The ECU 100 is connected to a radar device 11, a camera 12, a vehicle speed sensor 13, an accelerator opening sensor 14, a shift position sensor 15, a brake actuator 16, and an engine 17. Although the number of ECUs 100 in the figure is one, a plurality of ECUs 100 may be connected via an in-vehicle network such as a CAN (Controller Area Network) and the ECUs may communicate with each other to control the present embodiment. For example, the brake actuator 16 is often controlled by an ECU for brake control, and the engine 17 is often controlled by an ECU for engine control. Further, the radar device or the like is not limited to the in-vehicle network, and may be connected to the ECU 100 through a dedicated line. That is, the mounting form is not limited to the form shown.

  The radar device 11 is disposed at a central portion in front of the vehicle such as a front grill of the vehicle. The radar apparatus 11 emits, for example, a millimeter wave at a predetermined angle centered on the front of the vehicle, and receives the millimeter wave reflected by an object existing in this range. The radar apparatus 11 calculates the distance to the object by measuring the time from emission to reception of the millimeter wave. Further, the radar device 11 detects the difference between the frequencies of the emitted millimeter wave and the received millimeter wave using the Doppler effect and calculates the relative velocity. The radar apparatus 11 calculates the direction of the object from the intensity distribution of the millimeter wave received by the receiving antenna.

  The camera 12 is, for example, a stereo camera that can acquire distance information to an object. The stereo camera captures the same subject using two cameras, and calculates the distance to the object based on the difference in image formation position (parallax) on the sensor. Ranging with a stereo camera, unlike radar measurement, provides a wide range of distance information and shapes. Also in the camera 12, the distance to the obstacle, the relative speed, and the direction can be obtained. In addition to the radar device 11 or the camera 12, an obstacle may be detected by an ultrasonic sonar.

  Note that at least one of the radar device 11 and the camera 12 is sufficient. Also, the obstacle detection means used by the PB control unit 21 and the obstacle detection means used by the accelerator misstep control unit 22 may be different. For example, the accelerator erroneous tread control unit 22 can use an ultrasonic sonar, and the PB control unit 21 can use the radar device 11.

  The vehicle speed sensor 13 detects a wheel speed from a wheel pulse output when a magnetic body or the like arranged at a predetermined interval in the circumferential direction of the wheel is detected by the magnetic sensor. The vehicle speed can be obtained from the wheel speed and the wheel diameter.

  The accelerator opening sensor 14 detects the amount of depression when the driver depresses the accelerator pedal. The depression amount itself may be detected, or a physical quantity (for example, intake pressure) correlated with the depression amount, a voltage value converted from the physical amount, or the like may be used as the accelerator opening. The accelerator opening is detected as, for example, a relative value (0 to 100%) with respect to full opening.

  The shift position sensor 15 detects the state (D, N, R, P, etc.) of the shift position operated by the driver. When the shift position is D, an obstacle ahead of the vehicle is a detection target in the PB control and the accelerator erroneous stepping control, and when it is R, an obstacle behind the vehicle is a detection target.

  The ECU 100 is a microcomputer including a CPU, RAM, ROM, input / output I / F, A / D converter, and the like. The ECU 100 implements the PB control unit 21 and the accelerator misstepping control unit 22 by the CPU executing a program stored in the ROM and cooperating with various hardware. The driver can individually switch on / off the PB control function and the accelerator misstep control function.

The operating conditions / cancellation conditions for PB control are as follows, for example.
(I) Operating condition: vehicle speed is above a low speed range (for example, 5 km / h or above) & obstacle is detected within a predetermined TTC (Time To Collision) (ii) Cancellation condition 1: accelerator opening is above threshold Or, after stopping by PB control, cancel (stop operation) at a predetermined time (for example, 2 seconds)
However, in the present embodiment, when accelerator misstepping control is operating, flag cancellation of PB control is prohibited.

Cancellation condition 2: Obstacle not detected The operating condition / cancellation condition of the erroneous accelerator depression control is as follows, for example.
(I) Operating condition: vehicle speed is zero or less than constant speed range (for example, less than 5 km / h) & obstacle is detected within a predetermined distance & accelerator opening is greater than threshold (ii) Cancellation condition: obstacle Is not detected (the wrong stepping flag is not canceled even if PB control is activated)
When the PB control unit 21 finds an obstacle in the traveling direction at a vehicle speed equal to or higher than the low speed range, the PB control unit 21 performs driving support according to TTC with the obstacle. For example, if it is determined that the possibility of a collision is high, the driver is warned by an alarm sound and a meter display. If the driver determines that the collision is inevitable without performing the collision avoidance operation, the collision is avoided or the damage is reduced by controlling the brake actuator 16 to decelerate (stop) the vehicle. During braking, the PB control unit 21 limits the engine output by closing the throttle and stopping the fuel supply.

  If the accelerator erroneous stepping control unit 22 finds an obstacle within a predetermined distance in the traveling direction at a stop or less than a low speed range, and determines that the accelerator opening is greater than or equal to the threshold value, the accelerator pedal and meter display indicate to the driver. Warning. At this time, the erroneous accelerator depression control unit 22 limits the engine output by closing the throttle and stopping the fuel supply.

  The PB flag 24 is ON until the PB control is actually canceled after being canceled, and the erroneous stepping flag 25 is ON until the accelerator erroneous stepping control is actually canceled and canceled. The PB control continuation flag 23 will be described later.

[Operation procedure 1]
FIG. 2 is an example of a flowchart illustrating a control procedure of the vehicle control device 200. The procedure in FIG. 2 starts when the driver turns on the IG-SW and turns on the function of PB control and the function of erroneous accelerator depression. In FIG. 2, it is assumed that the accelerator opening is equal to or greater than a threshold value as a cancellation condition for PB control. The initial states of the PB flag 24 and the erroneous stepping flag 25 are OFF. Further, the threshold θ _c1 <θ _c2 is set.

  The control in FIG. 2 assumes a case where the control is switched depending on the vehicle speed or the like after either the PB control or the accelerator erroneous stepping control is activated. Mainly, S70 to S90 are accelerator misstep control, and S110 to S130 are operation parts of PB control. Also, the bold frame step is the control characteristic of this embodiment.

  At least one of the radar device 11 or the camera 12 detects an obstacle every cycle time and notifies the ECU 100 (S10).

Further, ECU 100, for each cycle time, the vehicle speed _{V h} from the vehicle speed sensor 13, and detects the accelerator opening θa from the accelerator opening sensor 14 (S20).

  The PB control unit 21 and the accelerator misstepping control unit 22 determine whether there is an obstacle in the traveling direction (S30). This obstacle is an obstacle that may cause a collision for each control. The PB control unit 21 determines the presence or absence of an obstacle within a predetermined TTC based on the relative speed, and the accelerator erroneous step control unit 22 determines the presence or absence of an obstacle within a predetermined distance in the traveling direction, for example.

  When there is no obstacle (S30 No), the PB control unit 21 sets the PB flag 24 to OFF (S210), and the accelerator misstepping control unit 22 sets the erroneous stepping flag 25 to OFF (S220).

  In this case, the PB control unit 21 does not perform the PB control, and the accelerator erroneous stepping control unit 22 does not perform the erroneous accelerator stepping control (S230).

If there is an obstacle (S30Yes), PB controller 21 and the accelerator erroneous stepping controller 22 determines whether vehicle speed _{V h} is less than or the threshold _{V c} (S40).

If vehicle speed _{V h} is less than the threshold _{V c} (Yes in S40), PB control unit 21 determines whether the PB flag 24 is ON (S50).

When the PB flag 24 is ON (Yes in S50), the PB control unit 21 continues the PB control (S60). That is, even if the PB control becomes the vehicle speed _{V h} is less than the threshold value _{V c} by operating, during operation of the PB control (PB flag 24 is ON), can continue the PB control.

If PB flag 24 is not ON (No in S50), the accelerator erroneous stepping controller 22 determines whether the accelerator opening θa is larger than the threshold value θ _c1 (S70).

If the accelerator opening θa is larger than the threshold value θ _c1 (S70 Yes of), the accelerator erroneous stepping controller 22 is set to ON Ayamafumi flag 25 (S80), it executes the accelerator erroneous stepping control (S90). That is, it is determined the vehicle speed V _h is less than the threshold value V _c, since the accelerator opening is larger than the threshold value, the driver that there is a possibility that depressing the accelerator pedal by mistake. Moreover, since PB control is not operating, PB control is not performed. For this reason, the accelerator erroneous stepping control unit 22 performs an erroneous accelerator stepping control, and performs warnings, engine output restriction, and the like.

If the accelerator opening θa is not greater than the threshold value θ _c1 (S70 No) of, since the driver does not depress the accelerator pedal, the accelerator erroneous stepping controller 22 does not perform the accelerator erroneous stepping control (S230).

In step S40, if the vehicle speed _{V h} is not less than the threshold value _{V c} (No in S40), the accelerator erroneous stepping controller 22 determines whether Ayamafumi flag 25 is ON (S100).

When the erroneous step flag 25 is ON (Yes in S100), the PB control unit 21 sets the PB flag 24 to ON (S110) and executes PB control (S120). That is, since the erroneous stepping flag 25 is ON, the accelerator erroneous stepping control is in operation. However, since the vehicle speed V _h is not less than the threshold value V _c, there is a possibility that the driver is greatly depressing speed of the accelerator is increased. Conventionally, PB control has been canceled, but in this embodiment, by turning on the PB flag 24, it is possible to prevent the PB control from being canceled during the erroneous accelerator stepping control operation.

If Ayamafumi flag 25 is not ON (No in S100), PB control unit 21 determines whether the accelerator opening θa is smaller than the threshold value θ _c2 (S130).

When the accelerator opening θa is smaller than the threshold theta _c2 (Yes in S130), PB control unit 21 sets the PB flag 24 to ON (S110), executes the PB control (S120). That is, since the vehicle speed V _h is not less than the threshold value V _c and the accelerator opening is less than the threshold value, it is determined that the driver does not intend to accelerate and an obstacle is detected ahead. Further, since the erroneous accelerator depression control is not being operated and the vehicle speed is high, deceleration due to the erroneous accelerator depression control cannot be expected. For this reason, the PB control unit 21 performs PB control, and performs warnings, automatic braking, and the like as necessary.

  Note that the erroneous stepping flag 25 that is ON is turned OFF when it is determined in step S30 that there is no obstacle. In addition, the erroneous step flag 25 may be turned OFF by at least one of when the driver removes his or her foot from the accelerator pedal or depresses the brake pedal.

Also, when the accelerator opening degree θa is not less than the threshold value theta _c2 (No in S130), PB control unit 21 sets the PB flag 24 to OFF (S210), the accelerator erroneous stepping controller 22 turns OFF the Ayamafumi flag 25 Set (S220). In this case, the PB control unit 21 does not perform the PB control, and the accelerator erroneous stepping control unit 22 does not perform the erroneous accelerator stepping control (S230).

That is, the vehicle speed V _h is not less than the threshold value V _c , the accelerator misstepping control is not in operation, and the accelerator opening is not less than the threshold value. Neither PB control nor erroneous accelerator depression control is performed.

As described above, if the erroneous stepping flag 25 is ON in step S100, the PB flag 24 is turned ON so that the PB control can be executed without canceling even if the accelerator opening is large. Also in PB flag 24 is less than the vehicle speed _{V h} is the threshold _{V c} If ON at step S50, may be performed without canceling the PB control. In step S130, the driver's intention to accelerate can also be considered.

  In steps S70 and S130, it may be determined whether the accelerator opening speed is fast or slow, or whether the driver depresses the accelerator pedal is strong or weak, instead of simply comparing the accelerator opening. . Moreover, combining these indexes, it may be determined as Yes if at least one is satisfied, or may be determined as Yes when satisfying two or more.

The determination of the vehicle speed _{V h} and the threshold _{V c} of the step S40, it is preferred that there is hysteresis in the threshold _{V c.} For example, PB controller 21 and the accelerator erroneous stepping controller 22 switches the threshold value _{V c} as follows.
・ When wrong stepping flag = OFF (PB flag = ON or OFF) → V _c = 5 km / h
・ In case of erroneous treading flag = ON (PB flag = ON or OFF) → V _c = 10 km / h
By increasing the threshold value V _c when the Ayamafumi flag = ON, likely to be judged as Yes in S40, so that the accelerator erroneous stepping control is executed continuously.

[Operation procedure 2]
FIG. 3 is another example of a flowchart showing a control procedure of the vehicle control device 200. In FIG. 3, it is assumed that a predetermined time elapses after the stop as a cancellation condition for PB control. In FIG. 3, the PB control continuation flag 23 is newly used. The PB control continuation flag 23 is a flag that is turned on when the erroneous stepping flag 25 is turned on. Therefore, PB control can be continued when the operating condition of the erroneous accelerator depression control is satisfied. The PB flag 24 shown in FIG. 3 is ON only while the PB control operating condition is satisfied. The erroneous step flag 25 is the same as in FIG.

The processing from S10 to S40 is the same as that in FIG.
In step S100, when the erroneous step flag 25 is ON (Yes in S100), the PB control unit 21 sets the PB control continuation flag 23 to ON (S105). Then, the PB control unit 21 sets the PB flag 24 to ON (S110) and executes PB control (S120). That is, the obstacle is detected, when the vehicle speed _{V h} is not less than the threshold value _{V c,} to PB controlled by the PB flag 24 to ON. In this case, since the vehicle speed V _h <V _c before the vehicle stops, the process proceeds to S62, and as long as the erroneous stepping flag 25 is ON, the PB control is continued.

When the erroneous step flag 25 is not ON (No in S100), the PB control continuation flag 23 is not turned ON, but the PB flag 24 is turned ON (S110), and PB control is executed (S120). In this case, since the vehicle speed V _h <V _c is reached before the vehicle stops, the process proceeds to S64, the vehicle stops, and the PB control is canceled when a predetermined time elapses.

  Thereafter, when an obstacle is detected, the process proceeds to step S40, and the vehicle speed Vh becomes less than Vc, so the process proceeds to S50. When the PB flag 24 is ON (Yes in S50), the PB controller 21 Determines whether the PB control continuation flag 23 is ON or not (S55).

  When the PB control continuation flag 23 is ON (Yes in S55), the PB control unit 21 continues the PB control (S62). That is, because the erroneous stepping flag 25 is ON in S100, if the PB control continuation flag 23 is ON, the PB control can be continued. As a result, the PB control can be continued without being canceled during the erroneous accelerator depression control or in a scene where the operation of the erroneous accelerator depression control is required. The PB control is continued until the erroneous step flag 25 is turned OFF.

When the PB control continuation flag 23 is not ON (No in S55), the PB control unit 21 continues the PB control until the vehicle stops (S64). In addition, the PB control unit 21 cancels the PB control after a predetermined time has elapsed after stopping. That is, the accelerator erroneous stepping control is not in operation, because the PB flag 24 is ON, the can speed V _h executes even PB control becomes less than the threshold value V _c. Further, since the PB control is canceled when a predetermined time elapses after the stop, the vehicle can be started by the driver's accelerator operation.

  The PB flag 24, the PB control continuation flag 23, and the erroneous stepping flag 25 that are turned on are turned off when it is determined in step S30 that there is no obstacle (S210 to S220). In addition, the erroneous step flag 25 may be turned OFF by at least one of when the driver removes his or her foot from the accelerator pedal or depresses the brake pedal.

If PB flag 24 is not ON (No in S50), the accelerator erroneous stepping controller 22 accelerator opening θa is equal to or greater than θ _c1 (S70). The subsequent processing is the same as in FIG. Depending on the determination result, accelerator misstepping control is performed.

As described above, the vehicle control device that performs the control of FIG. 3 turns on the PB control continuation flag 23 if the erroneous stepping flag 25 is ON, as described in step S105. For this reason, if the PB control continuation flag 23 is ON in step S55, the PB control can be executed until the erroneous accelerator stepping control is canceled. Further, as described in S50, if the vehicle speed V _h is less than the threshold value V _c, if not in erroneous stepping control or, if the case of transition from erroneous stepping control to PB control, the PB control After stopping, PB control can be canceled.

DESCRIPTION OF SYMBOLS 11 Radar apparatus 12 Camera 13 Vehicle speed sensor 14 Accelerator opening sensor 21 PB control part 22 Accelerator stepping control part 100 ECU
200 Vehicle Control Device

Claims (1)

Obstacle detection results from obstacle detection means for detecting obstacles in the vehicle traveling direction, vehicle speed information from vehicle speed detection means for detecting vehicle speed, and accelerator opening from accelerator opening detection means for detecting accelerator opening A vehicle control device to obtain,
If there are obstacles in the direction of travel,
An accelerator misoperation suppression means for limiting engine output when the vehicle speed is less than the first threshold and the accelerator opening is greater than the second threshold;
When the vehicle speed is greater than or equal to the third threshold, the vehicle is braked even if the brake pedal is not depressed, and the vehicle is released when the accelerator opening is greater than or equal to the fourth threshold or a predetermined time has elapsed since the vehicle stopped. Vehicle braking means,
The vehicle braking means releases the braking of the vehicle while the accelerator erroneous operation suppressing means limits the engine output, or when the accelerator erroneous operation suppressing means is activated once and continuously shifts to the vehicle braking. Ban,
The vehicle control apparatus characterized by the above-mentioned.

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