DE102010049661A1 - Device for e.g. customized re-feeding user of e.g. energy supply system battery-powered vehicle with measurement and communication system, has field bus system and service connector measuring temperature of cells or request - Google Patents

Abstract

The method involves measuring voltage at a battery terminal during an operation or request of a field bus system and a service connector. Voltage at an individual cell of the battery is measured during the operation or request of the bus system and the service connector. A current drain of the battery is measured while a drive operation or at rest or request by the bus system and the service connector. Temperature of the cells or request is measured by the bus system and service connector without accessing an electric terminal to determine data up to loading by a testing the driving time. An independent claim is also included for a method for optimizing routes with an involvement of charging and/or exchanging service for batteries for customized re-feeding a user of a vehicle, for transmission of status information about a charging process, and for representing vandalism or theft of vehicle or parts of vehicle in a measurement and communication system of energy supply system battery-powered vehicles.

Description

Due to the foreseeable lack of non-generative energy sources, vehicles will be developed over the next few decades that are no longer equipped with internal combustion engines but will use alternative transportation concepts. Here are the pure battery-powered or combination variants with other forms of drive possible implementation forms.

Unfortunately, electrically powered vehicles today still have the considerable disadvantage compared to vehicles with internal combustion engine, that their batteries for readiness to operate over a longer period must be charged electrochemically and the possible routes are much shorter than with conventional combustion-powered vehicles.

Currently, battery charging times for an electric vehicle are in the order of several hours; the usable time is less than one hour at full load. As a result, a typical user needs to schedule recharge times and, if necessary, replacement times in their daily routine. Although times will decrease significantly in the future, it is to be expected that the user will have to take care of the operational readiness in a more intensive manner than when refueling with fuel.

The present invention less quantifies a technical regulatory influence within the engineering of a motor vehicle, but refers to optimally informing the owner of the vehicle and to help compensate for the disadvantages of electric vehicles by offering logistic and advisory support.

A number of comparable patents deal with the technique of the most accurate state detection of batteries and their reporting:
This can be found in the patents DE 69917036 T2 . DE 7029956 A1 and EP 20010127008 various methods for determining physical variables and the irreversible capacity loss of the battery. By the defined electrical charging or discharging of the battery and after measuring the steady state voltage value before and after this change conclusions about the battery condition and the remaining capacity of the battery aging effective capacity are closed.

The European patent EP 119190 relates to a prediction of the battery condition for the purpose of controlling the charging device accordingly. In this process, the changes in voltages and currents present during operation are continuously recorded in order to detect changes in the behavior of the battery with the aid of fuzzy logic and the application of neural networks and to incorporate this into the charge control strategy. However, this mathematical approach requires a constant observation of voltage and current on the battery. However, this approach is far too costly for the intended result - the advice of the user. And it can not be safely assumed that this connection is available.

Another patent is concerned with the information about the decrease of the starter battery charge in a standing condition below a critical value. In patent DE 8019881 A1 An apparatus and method for power management via a power management unit is described. Here, too, the battery values are measured directly and the permissible service life of a vehicle with respect to the discharge of the battery in the unused state up to the point of inability to use is determined or predicted.

Other inventions focus on the transmission paths of the information of the directly measured battery condition within the vehicle or to the holder. In DE 020292 U1 and DE 020293 U1 condition monitoring can be found by determining the battery voltage and the temperature, transmission of the values and notification of the driver via powerline or radio link. The necessary values are measured directly on the battery, which could be omitted in the case of the present invention.

In the method described by the present invention, an examination is made during the life of the vehicle - optionally associated with a charging operation of the battery - and the data obtained therefrom are related to the determined electrical locomotion of the vehicle.

The knowledge gained from this is prepared for the user with the inclusion of computer computing power and presented to him suitable.

The computing power can also be provided on the Internet and the result is transferred back into the moving vehicle and displayed appropriately.

The representation can be made so that the user can visually and schematically capture a two- or three-dimensional view of the terrain model of his path or the circumference around his vehicle with a view or side view.

• 1. Topographische Karteninformationen der Straßenzüge oder des Geländes der Umgebung des Fahrzeugs,
• 2. Informationen zur Höhe der angezeigten Objekte relativ zum Meeresspiegel
• 3. Knoten-/Kanten-Modelle der Straßenführung in alle Richtungen inklusive einer Visualisierung dieses Netzwerkes für den Benutzer,
• 4. visuell aufbereitete Angaben dazu, wie weit das Fahrzeug mit seiner Energieladung topographisch gesehen fahren könnte,
• 5. Geeigneter Einbezug von umweltbezogenen Größen wie Himmelsrichtung, Temperatur, Windrichtung, Windstärke und Feuchtigkeit in die Berechnung und Darstellung.

This representation can be composed of at least the following partial information, which are suitably shown in combination:

• 1. Topographical map information of the streets or terrain surrounding the vehicle,
• 2. Information about the height of displayed objects relative to sea level
• 3. knot / edge models of road guidance in all directions including visualization of this network for the user,
• 4. visual information on how far the vehicle could travel topographically with its energy charge,
• 5. Appropriate inclusion of environmental factors such as direction, temperature, wind direction, wind force and humidity in the calculation and presentation.

Another application of the method is the billing of the used electricity. The device can be used to perform smart metering with consumption billing.

With a possibly radio-based user information system charging processes or replacement of the batteries are optimally included in the daily routine of the user and the users are supported with other services associated with it. This object is achieved by the claimed inventive features.

With regard to the distribution of its own accessories, it must be expected that a vehicle manufacturer does not generally disclose the operating data of an electric vehicle required here and also prohibits or complicates any intervention in the field of high-voltage battery due to the risk of electric shock, and no other generally available option provides to tap this data.

Depending on the contractual relationships in the reshaping market, the user of the vehicle will want to use vendor-neutral information sources, possibly those of other market participants, such as infrastructure providers or energy suppliers. If it is now possible to offer appropriate navigation systems for a number of coming on the market electric vehicle types from different manufacturers, it can create a suitable business model for a vehicle-independent product.

This patent therefore extends the hitherto customary measurement on the high-voltage battery terminals inside the vehicle by the fact that the measurement of the battery terminal values does not necessarily have to take place directly on the battery, but this information can also or additionally be estimated from other technical parameters which are in the determine the external environment of the vehicle.

For this purpose, the electrical characteristics are determined, which can be determined during the charging process. The device can also be located further away from the vehicle in the energy supply line, in a charging station or in the house connection ( 1 - 3 ).

Since the charging times of electric vehicles are usually shorter than a night span, one can also assume that after a regular connection to a charging device in the evening, the battery in the morning has a defined full state. An important aspect of the simple application of an advisory system is that this full condition is assumed the next day and on the basis of which the energy consumption during the journey is estimated.

The required measurements could thus be recorded and correlated in two sub-processes: the measurement of electrical quantities to detect the charge of the battery at the charging interface and the measurement of the energy consumed in the vehicle.

• 1. Ladezeit/Fahrzeit
• 2. Stromverlauf über die Ladezeit/Fahrzeit
• 3. Netzspannungsverlauf/Energiebilanz während der Fahrt
• 4. Frequenzverlauf überlagerter Frequenzen zur Netzfrequenz beim Laden
• 5. Messung anderer Verbaucher im Fahrzeug, z. B. Klimaanlage, Licht
• 6. Temperatur der Batterie
• 7. GPS-Position

The measured variables in the case of a measurement of the energy supply and the consumption are:

• 1. Loading time / travel time
• 2. Current profile over the charging time / travel time
• 3. Mains voltage curve / energy balance while driving
• 4. Frequency response of superposed frequencies to the mains frequency during charging
• 5. Measurement of other consumers in the vehicle, z. B. Air conditioning, light
• 6. Temperature of the battery
• 7. GPS position

• 1. Ermittlung der Ladephasen und ihrer Übergänge
• 2. Ermittlung des Endzustands der Ladung
• 3. Ermittlung der verbrauchten Energie bezogen auf die Fahrgeschwindigkeit

Derived sizes can be:

• 1. Determination of the charging phases and their transitions
• 2. Determination of the final state of the charge
• 3. Determination of the consumed energy related to the driving speed

• 1. Benutzereingaben zur Justierung des Vorgangs und
• 2. Visuelle Beobachtung der Füllstandsanzeige in den Armaturen des Fahrzeugs

Recognizing the unforeseen termination of the charging process with abrupt disconnection of the power supply before the end point of the charge According to the invention, information such as

• 1. User input for adjusting the process and
• 2. Visual observation of the level indicator in the valves of the vehicle

be included as well as disclosed interfaces of the manufacturer such as CAN-BUS o. Ä ..

The invention is further based on the fact that the distance covered during the journey is included by repeated determination of the geoposition of the vehicle, this in turn without interference with the internal electrical systems of the vehicle.

Also, using additional information derived from 3D geographic information as well as the local weather conditions (eg wind), the consumed travel energy can be determined with sufficient accuracy.

By means of statistical / stochastic determination of the driving and loading behavior of the holder, typical values can be determined, according to which a learning effect develops. It can then be an address to the driver with the indication that he usually anfährt in this state of charge a charging station, coupled with instructions to reach the next charging station.

If even greater demands are made on the accuracy of the prediction, this can be compared with geographic information systems that also show the height above sea level (eg navigation map material, GIS systems such as Google Earth, NASA World Wind).

Local weather data such as wind speed as well as design typical data such as CW value, the energy consumed in the vehicle during locomotion can be estimated so accurately that can be made for the remaining travel energy and the planning of the rechargeable usable statements on the battery state of charge.

• 1. Ultraschallmessung des Abstands zum Boden
• 2. Analyse der Schwingungsfrequenzen des Fahrzeugs
• 3. Analyse der Beschleunigung des Fahrzeugs

By incorporating a load measurement, further characteristics can be obtained which improve a prediction. Such a load measurement can be done in three ways:

• 1. Ultrasonic measurement of the distance to the ground
• 2. Analysis of the vibration frequencies of the vehicle
• 3. Analysis of the acceleration of the vehicle

The knowledge of the remaining energy and thus the still drivable distance is used to propose the user energy-charging options.

• 1. Navigator mit GPS-System und Höhenangaben in den Geoinformationen
• 2. Lokale Wetterdaten, ermittelt im Fahrzeug oder Übertragen aus Internet
• 3. Bauartspezifische Daten des Fahrzeugs
• 4. CW-Wert
• 5. Wirkungsgrad des Antriebs
• 6. Wirkungsgrad des Energierückflusses über Bremsvorgänge
• 7. Art des Batteriebetriebs mit Batterietemperaturmonitoring und ihrer Stabilisierung
• 8. Typ und Alter der Batterie
• 9. Standzeiten des Fahrzeugs, lokale Batterietemperatur während der Standzeiten
• 10. Messung der elektrischen Parameter während des Ladevorgangs über die äußeren Schnittstellen
• 11. Verzeichnis verfügbarer Ladesäulen
• 12. Anbieten möglicher Tätigkeiten oder Aufenthalte des Benutzers in der Nähe des Lade- oder Austausch-Ortes (Location Based Services).
• 13. Sensoren, die den Zugang zum Fahrzeug detektieren und im Falle einer fehlenden Autorisierung Alarm schlagen

In this respect, such support of the user can consist of the following basic components:

• 1. Navigator with GPS system and altitude information in the geoinformation
• 2. Local weather data, determined in the vehicle or transmitted from the Internet
• 3. Type-specific data of the vehicle
• 4. CW value
• 5. Efficiency of the drive
• 6. Efficiency of energy return via braking
• 7. Type of battery operation with battery temperature monitoring and their stabilization
• 8. Type and age of the battery
• 9. Service life of the vehicle, local battery temperature during the service life
• 10. Measurement of the electrical parameters during the charging process via the external interfaces
• 11. Directory of available charging stations
• 12. Offering possible activities or stays of the user in the vicinity of the loading or exchange location (Location Based Services).
• 13. Sensors that detect access to the vehicle and sound an alarm in the event of a lack of authorization

• 1. im Fahrzeug integriert
• 2. in das Ladekabel integriert
• 3. in die Ladesäule integriert
• 4. in einen der beiden Stecker integriert
• 5. in den Hausanschluss integriert
• 6. in den Systemen eines Energieversorgungs-Unternehmens

Depending on the version, the measuring component can be accommodated in the following locations:

• 1. integrated in the vehicle
• 2. integrated into the charging cable
• 3. integrated into the charging station
• 4. integrated in one of the two plugs
• 5. integrated into the house connection
• 6. in the systems of a power company

Depending on the design, the measuring component can be made so small or placed in other components that it is not visible to the user. The visible and operable components for the user are a navigator and possibly a mobile device as well as computers permanently installed in the vehicle.

The measuring component consists of an analog voltage measurement, a current measurement and the appropriate digitization of the information and transmission to the user system. The transmission can be done by radio technology (mobile radio standards such as GPRS, UMTS, local communication such as ZIGBEE, Bluetooth, WLAN, ...) to the navigator or mobile device, but also by coded transmission of the message by the measured cable (eg Powerline).

The power supply of the device can be done by small battery cells (AA cells or AAA cells) or by batteries that are inductively charged via the line for the power supply for the scooter, but could also have separate power supplies in the vehicle, the charging station or photovoltaic happen.

• 1. lokale Funkübertragung zwischen dem Mobilfunkgerät oder Navigator und der Messkomponente
• 2. eine Informationsübermittlung der Messkomponente durch das Ladekabel
• 3. eine direkte GSM-Funkverbindung der Messkomponente zu einem Internet-Server in Verbindung mit einer weiteren Funkverbindung zum persönlichen Informationssystem des Benutzers

For communication between the modules, the following variants are possible according to the invention:

• 1. local radio transmission between the mobile device or navigator and the measurement component
• 2. an information transmission of the measuring component by the charging cable
• 3. a direct GSM radio connection of the measurement component to an Internet server in conjunction with another radio connection to the user's personal information system

The transmission within the charge current path can be done by a powerline modulation.

Accordingly, the functionality can be provided by the interaction of measurement component and navigator. If reservations are required for the use of a charging station but additional communication is required, which can be handled via the Internet and corresponding protocols.

In this case, other constellations are possible in which an Internet server forms the central office and the various information of measuring component and navigator suitably coordinated or a mobile device assumes the navigation function or a combination of Internet and local computing activity calculates the solutions.

With the presented invention, the user of an electric vehicle should get a reliable system independent of the actual vehicle electronics, which advises him in addition to navigation in the direction of his planned goals to carry out car charging and protects the vehicle from theft.

This problem is solved by the features listed in claim 1. The advantages achieved by the invention are, in particular, that a user without intervening in the electrical system of the vehicle interior can get suitable multi-manufacturer information for route planning and charging options for his vehicle, which automatically lead to an optimization of its route and to the ready-keeping of the movement of his vehicle ,

An advantageous embodiment of the invention is specified in claim 3. Here, a central server can be used to realize the navigation task. This is advantageous if coordination is provided by several users, for example for reserving charging possibilities or if billing of the consumed energy is to take place centrally.

1. Structure of the participating modules

An embodiment of the invention is illustrated in the drawing and will be described in more detail below. It shows the possibilities according to the invention of shifting the measurement to different locations along the route from the mains power supply to the battery. 1 to 3 different places of accommodation for the measuring component, in the charging cable ( 2a ), in the vehicle ( 1 ) and in the charging station ( 2 ). 5 shows the internal module structure for the measuring component with measuring system ( 4 ) and communication system ( 5 ).

As 4 shows, the measuring arrangement consists of the measuring and communication module ( 3 ), a line, radio or powerline transmission to a nearby smartphone or navigator ( 8th ) (dashed line), a transfer to the Internet ( 6 ) and from there to an internet platform ( 7 ). Via an additional GPS module in ( 3 ) or ( 8th ) could optionally be made a respective location determination.

By recording the current flow through measurement in the supply line to the vehicle, the transmitted energy can be traced to the battery and recorded for billing or cross-checking ( 6 ). These values are logged and / or reported during the loading activity at regular intervals.

Via a reference characteristic of the battery type ( 6 ) can be determined in the optimal case, the respective intermediate phases and the phase transitions. 6 shows a typical course of current drain from the mains supply. The course of the current with an initially rising and falling towards the end of the charge current waveform may resemble a bell curve. With deterministic behavior of the loading strategy of the loading module, the course is suitable for an extraction of the estimates of the charge energy introduced, as it allows the charging time course to be easily diagnosed via significant threshold values and even allows conclusions to be drawn on aging.

If the charge is aborted before the battery has reached a level that has been fully defined, the point reached on the characteristic may already be sufficient to provide a reliable range prognosis, taking into account the route to be traveled and other data.

2. Recognizing the change in charging strategy

According to the prior art, lithium-ion batteries can be charged in several different phases, each of which is constant for the battery Current, constant voltage or pulsed current forms.

Here are several strategies, one of which is given as an example here: first, the batteries are suitable to prepare. This can be done by supplying a constant low current. In this phase, the even distribution of the charge should be checked on the different cells, without the batteries are already destroyed by too high power during charging. After that brings a phase with constant high current, the actual charge. Depending on the application, good charging results are achieved in this phase when the charge is pulsed. Finally, it is charged at a constant voltage until the current decrease falls below a threshold.

If the phase transitions occur in a defined dependency of the respective state of charge, the duration of the respective phase can be helpful for the calculation of the filling level. Especially when a pulsed charging takes place in the main phase, this phase can be detected by oscillations in the supply voltage. The last phase can also be reliably detected by the gradually falling current.

Detecting these phases is possible by analyzing the power consumption and RF vibrations on the line. The evaluation brings valuable information about the condition of the battery. Even if the battery is disconnected abruptly before the final state of charge is reached, knowledge of the phase level and the duration of the respective phase can provide an indication of the battery level, although the exact initial state of the charge was unknown.

Description of several embodiments

1. Installation between socket and vehicle electronics in the vehicle:

The installation of the measurement and communication system near the charging socket in the vehicle should be carried out in such a way that the unit can communicate by radio to the outside.

2. Integration in socket on the vehicle:

The measurement and communication system can be designed so that it can be integrated into the charging socket of the vehicle.

3. Integration in charging cable or the plug-in devices:

The measurement and communication system can be designed so that it can be integrated into charging cables or the plug-in devices of the vehicle.

4. Integration in charging station, combined with smart metering:

A further embodiment consists in an arrangement of the measuring and communication system in the charging station or in the power supply connection. Here it can be combined with a device that reports the measurement status to a central station (Smart Metering). In addition to the user information, a billing of the consumed energy can be carried out here.

5. Design of the device as a socket adapter:

Another embodiment consists in a system arrangement in which the measurement and communication system is housed in a (Schuko-) adapter plug of the power supply system.

6. Design of the device in connection with a bicycle:

Another embodiment consists in a system arrangement in which the measurement and communication system is housed protected and hidden in the context of a two-wheeler, designed so that the radio antennas can act to the outside. At the same time, the user-interacting system parts (navigator, mobile device) can be operated openly on a holder on the steering wheel.

7. Design of the device in connection with a closing device:

Another embodiment is a system arrangement according to 7 in which the measuring and communication system and the usual charger are secured in a padlock ( 10 . 11 ) are housed. Here are the introduced modules ( 3 ) when the lock is closed ( 12 ) and secured. By applying the principle of a current clamp, which opens with the lock, charging current can be determined with inductive transmission. Anti-theft protection is also used, which is carried out by means of a radio alarm by forwarding the fault and informing the geo-positions. A current clamp arrangement can also be used to inductively charge the battery necessary for the power supply of the measurement and communication system.

8. Design of the device in connection with a cable drum:

Another embodiment is a system arrangement in which the measurement and communication system is housed in a cable drum used to charge the battery of the vehicle.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 69917036 T2 [0005]
• DE 7029956 A1 [0005]
• EP 20010127008 [0005]
• EP 119190 [0006]
• DE 8019881 A1 [0007]
• DE 020292 U1 [0008]
• DE 020293 U1 [0008]

Claims (9)

Device / method for a measurement and communication system in the energy supply system of battery-operated vehicles, for the optimization of routes involving charging / replacement services for the batteries, for the customized return of the user to the vehicle, for the transmission of status information about the charging process when the vehicle is stationary and for notifications in the event of vandalism or theft of the vehicle or its parts, characterized in that at least the following data are repeatedly determined when the vehicle is stationary (or during operation with a non-electric energy form in which the non-electrical part charges the battery): 1. Measurement of the supplied energy during the charging process 2. Measurement of the temperatures in the battery environment 3. Determination of the location of the measuring device In the case of transport operation, at least the following data can be determined repeatedly: 1) Determination of the transpo 2) Determination of the acceleration and the vibration vibrations 3) Determination of the distance of the ground group to the roadway when standing or moving 4) Logging of the geoposition of the vehicle 5) Reading topological maps for the traveled distances 6) Reading topological map material with information on the height above the road Sea level According to the invention, the method consists of determining this data and then a vehicle or battery type-related comparative investigation with previously collected data from this vehicle and reference data for the vehicle type. By this comparison conclusions about the state of charge can be drawn. The determined state of charge flows into the repeated calculation runs such that there is always a reliable estimate of the available locomotion energy in the vehicle and also a value for the aging state of the battery in comparison with the previous measurements. This can be compared with a route guidance and the list of geopositions available charging or battery replacement options that the user can be informed of the need for a Zwischenhalts and can adjust his route if necessary. Should direct access to the battery or to a corresponding bus system be made possible by the vehicle manufacturer, further data can advantageously be included, eg. B. to adjust the procedure for the type of vehicle concerned: I. voltage measurement at the battery terminals during operation or query via the fieldbus system or the service connector II. Voltage measurement on individual cells of the battery during operation or query via the fieldbus system or the service connector III. Measurement of the current drain of the battery when driving or in rest position or query via the fieldbus system or the service connector IV. Measuring the temperature of the cells or query via the fieldbus system or the service connector If access to the electrical connections is not possible, the data will be tested by the Travel time determined until unloading. Device according to claim 1, characterized in that the measurement can take place at least at one of the following locations: (1) in an in-vehicle system of the manufacturer (2) aboard the vehicle in a separate module that directly receives the high voltage battery voltage, current and temperature (3) aboard the vehicle in a separate module which interrogates the fieldbus to obtain HV battery voltage, current and temperature, and quantities derived therefrom (4) in a measuring device located in the charging supply line (5) in an intermediate plug system for the energy supply (6) in a charging station or power box (7) in the environment of the fuses, for example in a house connection in the area of the energy supplier (8) in a remote server that is accessed via the Internet, either by encoding on the power lines (Powerline) or via radio or other transmission to the Internet. Device and method according to claim 1, characterized in that the representation of the information for the user of the system or other persons on a device with at least cellular function, computer function, Navigatorfunktion or display. Very important aspects of user guidance are the way in which the range of the vehicle is displayed in a topographical model. This display can take place a) as a route marked differently in color to a single or multiple destinations (routing with energy qualifiers) b) as a color-coded topographic zone as a radius around the location c) as an achievable topographic environment as a polygon around the location d) as different colors or structurally marked regions around the whereabouts, whose driving in each case different ranges and thus different achievable regions, the inclusion of the speed, in each case for driving Approved traffic routes, the transport time or the transport sequence in this display e) as a color-coded part of a road network consisting of nodes and edges f) as a color identifier against a likewise color-coded zone indicating, for example, driving restrictions Device according to claim 1, characterized in that the computational processing of the information can be done at least at one of the following locations and is appropriately communicated back and forth over transmission links: a. to an in-vehicle system of the manufacturer b. to a separate module on board the vehicle, connected to a fieldbus, service connector or to the measuring device c. via a personal mobile device, PDA or navigator of the user d. to a located in the charging power line or adapted there arithmetic unit e. via a plug-in system for the energy supply f. to or over a charging station or power box G. to an internet server. Device according to claim 1, characterized in that alternatively or additionally a personalized mobile device on board determines the geoposition of the vehicle via GPS / Galileo via this system. Device according to claim 1, characterized in that a mobile device on board establishes the Internet connection via this system (proxy function) and in this way additionally obtains the patent-compliant information. A method according to claim 1, characterized in that the measured data can be calculated by comparison with data collected during the adjustment estimates for the remaining battery charge, which then provide after transmission to the navigation system a clue as to which distance can still be driven before being reloaded got to. Method according to claim 1, characterized in that the planned stays at loading or exchange stations are automatically reserved. This also means that bookings of locally used other services such as overnight stays, meals, hairdressers, etc. are coordinated accordingly automated. A method according to claim 1, characterized in that the changes in the daily schedule of the user are automatically tracked by the results of the calculations in the electronic diary and thereby the participants in planned activities are automatically set by a shift of dates in knowledge.

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