Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/3082—Control of electrical fuel pumps
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
  • F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
  • F02D41/2409—Addressing techniques specially adapted therefor
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
  • F02M37/04—Feeding by means of driven pumps
  • F02M37/08—Feeding by means of driven pumps electrically driven
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
  • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
  • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
  • F04B49/06—Control using electricity
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
  • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
  • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
  • F04B49/06—Control using electricity
  • F04B49/065—Control using electricity and making use of computers
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/02—Input parameters for engine control the parameters being related to the engine
  • F02D2200/06—Fuel or fuel supply system parameters
  • F02D2200/0602—Fuel pressure
  • F02D2200/0604—Estimation of fuel pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/02—Input parameters for engine control the parameters being related to the engine
  • F02D2200/06—Fuel or fuel supply system parameters
  • F02D2200/0614—Actual fuel mass or fuel injection amount
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2250/00—Engine control related to specific problems or objectives
  • F02D2250/31—Control of the fuel pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/12—Introducing corrections for particular operating conditions for deceleration
  • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
  • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
  • F04B2203/00—Motor parameters
  • F04B2203/02—Motor parameters of rotating electric motors
  • F04B2203/0209—Rotational speed

Definitions

• the invention relates to a method for controlling a
• KraftStoff compositions an internal combustion engine in a motor vehicle, with a KraftStoff basicpumpe for supplying the internal combustion engine with fuel, wherein the fuel ⁇ feed pump has a pumping station, which is driven by a Elek ⁇ tromotor, the electric motor is controlled by a control signal, and in the KraftStoff traditional- system a pressure sensorless pressure monitoring is provided.
• the KraftStoff naturesystem in motor vehicles with combus ⁇ tion engine must ensure sufficient fuel delivery in a wide variety of operating conditions of the motor vehicle to ensure a fault-free operation of Kraftfahr ⁇ stuff.
• Different variants of internal combustion engines increase the required flexibility.
• To regulate the KraftStoff warrantsystems and in particular the KraftStoff characteristicpumpe controllers are used, which can affect the ge ⁇ promoted KraftStoffvolumen, the pressure in the KraftStoff concernedsys ⁇ tem and the speed of the KraftStoff characteristicpumpe.
• the regulator must have for this purpose keep a suitable prevailsver- and especially a good Störverhal ⁇ th to disturbances and special situations to be able to sufficiently from ⁇ same.
• pilot controls which incorporate further characteristic values of the motor vehicle.
• the position of the accelerator pedal is taken into account.
• the signal resulting therefrom is charged, for example, with the value prescribed by a controller for controlling the fuel pump, in order to obtain improved control.
• the accelerator pedal position can be weighted with a Ge ⁇ weighting factor which is, for example, depends on the speed the process before the settlement is made with the output value of the regulator. The inclusion of the accelerator pedal position helps to achieve an early influencing of the rotational ⁇ number of fuel delivery pump.
• a dedicated pressure sensor is often used to detect the pressure, which allows a very accurate and rapid detection of the pressure prevailing in the power ⁇ material conveying system pressure.
• a disadvantage of the devices and methods of the prior art is in particular that when using a sensorless Erfas ⁇ tion of the pressure in KraftStoff tumblesystem sufficient control quality and control speed can be achieved because the detection of a pressure change in the KraftStoff methodology takes place only with a time delay and a sensorless pressure detection can have a total higher susceptibility ⁇ speed.
• An embodiment of the invention relates to a method for controlling a KraftStoff preparesystems a Verbren ⁇ tion motor in a motor vehicle, with a Kraft Stoffför ⁇ derpumpe for supplying the engine with fuel ⁇ material, wherein the KraftStoff compoundpumpe has a pumping station, which is driven by an electric motor, wherein the
• Electric motor is controlled by means of a control signal, and in the KraftStoff pharmaceuticalsystem a pressure sensorless pressure monitoring ⁇ monitoring is provided, wherein the control signal, a target speed for the electric motor is specified, for the target speed an upper speed limit and / or un ⁇ tere speed limit is predetermined, wherein the upper rotational ⁇ number limit of the maximum fuel consumption of the combus ⁇ tion motor is dependent and the lower speed limit of the minimum fuel consumption of the internal combustion engine is dependent, and the target speed is determined by a pressure sensorless calculation method.
• Burn ⁇ voltage motor which serves as actual state understood is, by a variation of load request or a different control variable of the internal combustion engine, a modified operating condition is understood as a target state can be achieved.
• the fuel supply system may also be in an actual state and be changed to a desired state. The one used for the drive of the fuel pump
• Electric motor can be operated via a corresponding drive current be ⁇ .
• the speed of the electric motor is determined.
• the speed can in consideration of the power ⁇ material conveying system pressure prevailing thus a direct From ⁇ say about the current flowing to and vice versa.
• the target rotational speed of the electric motor is set to achieve a certain amount of fuel delivery at a certain force in ⁇ -transfer system prevailing pressure.
• the required speed for example, with the aid of a determined for the fuel delivery system specific characteristics map ⁇ to.
• the map represents a direct relationship between the speed of the electric motor or the pumping station of the fuel delivery pump, the prevailing pressure in the KraftFörder conveyor system and the volume delivered. On the knowledge of two sizes thus the third size can be determined.
• a preferred method provides that the pressure in the fuel supply system is not detected by a pressure ⁇ sensor, but from the sizes promoted Volu ⁇ men and speed of KraftStoff characteristicpumpe is determined.
• the pressure in particular the desired pressure
• the pressure can be preset in the force-conveying system as the default value.
• the speed of the electric motor also corresponds to the speed of the pumping station and thus the KraftStoff componentpumpe.
• the speed can also be greater by an amount dependent on the used transla ⁇ wetting value or smaller.
• the associated speed can be determined. This is particularly advantageous when starting from an actual state, a desired state is to be achieved and the speed of the electric motor or the KraftStoffför ⁇ derpumpe is then to be adjusted.
• the two speed limits are advantageously selected depending on the fuel requirements of the engine.
• an actual fuel requirement can preferably be used in order to determine the target range for a desired speed on the basis of this.
• prognostic ⁇ ed requirement values ie target fuel requirements can be used to determine the speed limits.
• Actual fuel requirements can be determined from different characteristic values which are regularly required for controlling the internal combustion engine. A large number of these characteristics is processed in ⁇ example in the engine control unit.
• the fuel ⁇ needs of the engine is in first approximation with the The fuel volume delivered by the fuel pump is identical and can therefore be used as the basis for determining a delivery limit. Differences between the tat ⁇ extraneous fuel NEEDS and the conveyed Kraftstoffvo- lumen can be caused by other loads such as a suction jet pump ⁇ . Thereby, the amount of fuel did ⁇ plural conveyed corresponds generally not exactly to the fuel demand of the internal combustion engine. Therefore, a partial recovery of too much pumped fuel into the tank can also take place.
• the control of the fuel delivery pump or the electric motor for generating a speed change is preferably carried out only when the determined target speed is within the predetermined by the speed limits target area.
• Ei ⁇ ne determined target speed which is outside the Zielbe ⁇ rich, is likely to be faulty and a scheme towards this target speed is therefore not performed. This prevents unwanted large or small amounts of fuel to be promoted, which is beneficial ⁇ way particularly in terms of energy efficiency of the overall system. Therefore, the balance between the target area and he ⁇ mediated target speed acts ascoremechanis ⁇ mus.
• the desired fuel volume to be conveyed by the fuel delivery pump and the desired pressure are used to determine the target speed, wherein with the aid of a map, the physical relationship between the speed, the funded fuel volume and the imprints in the fuel delivery system ⁇ pushing pressure, the target speed is determined.
• KraftFolf dampumpe is preferably determined by a comparison with a map.
• the map represents the existing for the respective fuel transfer pump ⁇ relationships between the pressure, the rotation number ⁇ and the delivery volume.
• the desired fuel volume can be derived, for example, from the current operating state of the internal combustion engine.
• the desired pressure can for example be specified from the outside or made available from another map out.
• a preferred embodiment is characterized in ⁇ net, that the target speed is formed by a fixed speed value, during the push operation of the
• the upper speed limit un- ter aid of a system for the particular to fuel supply specific map containing the connection Zvi ⁇ rule the conveyed volume of fuel, the pressure in the force Stuffing conveyor system and the speed of the KraftStofbe35pumpe describes is determined from the maximum fuel demand of the combus ⁇ tion motor and a value for the pressure in the fuel delivery ⁇ system.
• the pressure can be both the currently prevailing in the fuel delivery system ⁇ actual pressure and a predetermined or calculated target pressure. It is particularly advantageous if a predetermined desired pressure is used to determine the speed limit.
• the target pressure can be ⁇ he raus inspired example, empirically or experimentally determined value tables.
• the desired pressure can also be determined from characteristic values from the engine control unit and used as the default value for calculating the upper speed limit. For the calculation is preferably the maximum possible
• Default values for the target pressure can be used.
• the minimum possible fuel consumption Hérange ⁇ tightened to limit the target range for the target speed at the bottom.
• both target values and actual values of the fuel demand of the internal combustion engine and of the pressure in KraftStoff mecanicsys ⁇ system can be used. Particularly advantageous is an Ver ⁇ application of the values that each have a higher precision on the ⁇ or talk to reach operating state better ⁇ ent. Depending on the investigation, both the actual values and the desired values with inaccuracies may be ⁇ overloaded. Particularly preferably, the respectively more accurate values are used for the determination of the speed limits.
• the vehicle electronics collect and process a multiplicity of different values. These values also allow it to be advantageous to determine the respective minimum fuel requirement and the maximum fuel requirement. This allows a particularly accurate and simple determination of Kraftstoffbe ⁇ allowed.
• the accelerator pedal Stel ⁇ lung and / or the boost pressure of a turbocharger and / or the rotational speed of the engine and / or the air conveyed ⁇ mass and / or the fuel / air ratio Burn in ⁇ motor voltage and / or the lambda value and / or the air temperature ⁇ structure is used for the determination. It is also advantageous if the fuel consumption of the Ver ⁇ combustion engine is corrected by an offset volume, wherein the offset volume represents an additional fuel requirement infol ⁇ ge of elements contained in KraftStoff methodologysystem kraftStoffauf ⁇ .
• the offset volume is calculated on the fuel demand of the internal combustion engine, where ⁇ results in a nominally higher fuel consumption. This follows from the fact that not only the fuel for the internal combustion engine must be promoted by the KraftStoff componentpumpe, but also the offset volume, which is needed for example to operate a suction jet pump.
• the offset volume can be calculated both on the actual fuel demand and on a predicted set fuel demand. Moreover, it is preferable if a calibration of the
• KraftStoff compositions takes place, wherein the means of a map from an actual speed and an actual pressure ermit ⁇ tete actual fuel volume in a reversing map, which is generated by an axis exchange of the map used, is given from the reverse map Ver ⁇ same speed and / or a comparison pressure is determined, wherein in each case a deviation between the actual speed and the reference speed and / or the actual pressure and the Ver ⁇ equal pressure is determined.
• the calibration is advantageous in order to ensure the most accurate operation possible of the fuel supply system.
• the Ka- -calibration can be carried out with the aid of characteristic fields, for example, from the KraftStofffordervolumen be ⁇ known speed and the known pressure is determined.
• a map specific to the fuel-conveying system is used.
• a so-called reverse characteristic field which is generated essentially by a Vertau ⁇ tion of the X-axis and the Y-axis of the original Kenn ⁇ field, a retroactive calculation of the pressure or speed due to the previously determined volume and one of the Values pressure or speed.
• the deviations detected in this case can be used to calibrate the fuel supply system.
• the calculated in the drucksensor sou calculation method target speed is compared with the ermit ⁇ tete speed limits, with an adjustment of the determined target speed to a value within the speed limits, if the determined target speed outside the speed limits lies.
• This is advantageous in order in each case to obtain a valid nominal speed within the rotational ⁇ number limits.
• an appropriate adjustment can be made.
• An adaptation to the ⁇ the set speed a map or other ⁇ leige specification can be stored in the fuel delivery system.
• the adjustment may alternatively also by a Rechenalgo ⁇ algorithm that performs an adjustment depending on the operating situation.
• FIG. 1 shows a map representing the delivered volume versus speed, with curves being the same
• Fig. 2 is a block diagram of a stoichiometric module for
• Fig. 3 shows an exemplary use of a stoichiometry ⁇ module, as is already shown in figure 2, and
• Fig. 4 is a block diagram illustrating a possible exporting ⁇ out the method according to the invention.
• the knowledge of two variables makes it possible to determine the third variable in each case.
• egg ⁇ ner known speed which may be given for example by the speed 6, at a known pressure 7, the associated to ⁇ delivery volume 8 can be determined.
• a constant delivery volume 8 at a changed pressure 9 a modified associated speed 10 can be determined. This is useful, for example, when a known flow volume 8 at an elevated pressure 9 is to be geför ⁇ changed, as the required speed can be readily determined 10 in this way.
• FIG. 2 shows a block diagram 20.
• the block 21 represents an interface to the rest of the motor vehicle.
• characteristic values can be taken from the block 21.
• the characteristics desired pressure through the signal line 23, the accelerator pedal position on the Signallei ⁇ tung 24 and the boost pressure of the turbocharger on the Signallei ⁇ tung 25 are output from the distributor block 22nd
• other values can also be used in addition or as a substitute. These include, in particular, different tempera ⁇ tures, the air / fuel ratio, the engine speed or the measured values of the lambda probe.
• the block 26 forms a so-called stoichiometric module. In block 26, based on the characteristics from the block
• the stoichiometric module 26 is used in particular for determining the possible fuel requirement of the internal combustion engine with the aid of characteristic values which originate directly from the operation of the internal combustion engine.
• FIG. 3 shows a stochiometric module 26, as already shown in FIG. Figure 3 depicts a specific application for a specific operating situation of the Ver ⁇ brennungsmotors.
• the rotational speed of the engine 30 are passed the accelerator pedal position of the motor vehicle 31 and the charging pressure of 32 ⁇ motor installed on the combustion turbocharger.
• a value for the fuel demand of the Verbrennungsmo ⁇ sector is passed to an output display 34.
• the value displayed on the display 34 is the maximum fuel demand of the internal combustion engine in the situation considered.
• a second value is output via the signal line 35 to the second display 36. This corresponds to the minimum fuel requirement of the internal combustion engine in the situation under consideration.
• the values output on the displays 34 and 36 always refer to the input variables derived from the blocks 30, 31 and 32.
• the maximum and the minimum fuel requirement thus always relate to the operating state of the internal combustion engine, which prevailed at the time of ascertainment of the input quantities derived from blocks 30, 31 and 32.
• FIG. 4 shows a block diagram 40.
• Reference symbol 26 shows the stochiometry module from FIG. Idea ⁇ tables elements are provided with the same reference numerals.
• the rotational ⁇ number of the fuel feed pump in addition to the input variables which are derived via block 21 from the motor vehicle, is supplied via the block 41, the rotational ⁇ number of the fuel feed pump, in particular, the target rotation number, provided as an input size.
• the desired speed 41 may be ⁇ telt via a pressure sensor less method ermit and used to adjust the fuel delivered by the feed pump ⁇ fuel volume.
• Block 42 also introduces an offset volume.
• the offset volume represents an additional volume that is added by the fuel delivery pump in addition to that of the combustion engine required fuel must be promoted olumen, to ensure a fault-free operation of the KraftStoff preparesystems ⁇ ge.
• the offset volume can be required, for example, to Be ⁇ operation of a suction jet pump.
• the currently maximum fuel requirement of the internal combustion engine is output via the signal line 43. This is added in the summation block 44 with the offset volume and placed in the block 45.
• the block 46 also derived from the signal line 23 target pressure is entered.
• the currently minimum fuel requirement is fed via the signal line 47 into the block 46.
• the minimum fuel requirement is not offset with the offset volume, since the actual minimum fuel demand of the engine for further processing in the block 46 received. In an alternative embodiment, however, the minimum fuel requirement can be offset with the offset volume.
• the desired pressure from signal line 23 also enters block 47.
• the fuel needs in the
• Push operation which is output along the signal line 49 from the stoichiometric module 26, in the block 47 a.
• the fuel demand in overrun is also offset in block 48 in the summation block 48 with the offset volume from block 42.
• the upper speed limit from block 45 in addition to the setpoint speed from block 41 and the speed specification for overrun mode from block 47, the upper speed limit from block 45 also enters. In this way, it can be adjusted whether the predetermined for the KraftStoff compoundpumpe in the context of the overrun operation is below the upper speed limit and how far the target rotation ⁇ number from block 41 is optionally removed from the determined in block 47 speed ⁇ speed.
• a ANPAS ⁇ solution of the speed determined in block 47 can take place.
• the block 41 is determined from the target speed can be adapted or it may be an otherwise processing be taken before ⁇ .
• a target speed is output, which in the case of the block 49 is in any case within the speed limits.
• An out-of speed limits target rotational speed is not transmitted from the block 49 either or entspre ⁇ accordingly corrected to a value within the speed limits.
• a check is made whether the vehicle or the engine is operated at all in Schubbe ⁇ drove. If this is the case, the target speed coming from block 50 is output from block 51. If no thrust operation which is within the block 49 it ⁇ karte target rotational speed is output from block 51st
• downstream block 52 may be a weighting of the desired speed or a signal conversion in a suitable for controlling the KraftStoff compoundpumpe or to ⁇ associated electric motor format.
• the determined target speed is then passed as a control signal to the KraftStoff compoundpumpe or the electric motor of the KraftStoff characteristicpumpe.
• FIG. 4 shows an exemplary design of a block diagram for realizing a ⁇ invention procedural ⁇ proceedings.
• the presentation of Figure 4 in particular not be ⁇ restrictive character and do not include possible solutions shown explicitly made.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Computer Hardware Design (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
• Control Of Positive-Displacement Pumps (AREA)

Applications Claiming Priority (2)

Publications (1)

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ID=55754016

Family Applications (1)

Country Status (6)

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• 2015
  • 2015-04-27 DE DE102015207705.5A patent/DE102015207705B3/de active Active
• 2016
  • 2016-04-25 EP EP16718662.6A patent/EP3289206A1/de not_active Withdrawn
  • 2016-04-25 WO PCT/EP2016/059172 patent/WO2016173983A1/de active Application Filing
  • 2016-04-25 CN CN201680017565.8A patent/CN107429644B/zh active Active
  • 2016-04-25 US US15/569,657 patent/US10415495B2/en active Active
  • 2016-04-25 KR KR1020177032744A patent/KR102024451B1/ko active IP Right Grant

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