JP2004224151A - Vehicle control device and ground equipment for vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device and ground equipment for the vehicle control device that can improve a ride comfort of a driver by preventing an operation of advancing into a front block zone at a speed exceeding a speed limit. <P>SOLUTION: A transmission component 10 of the ground equipment 1 generates and outputs a control signal S1 which is a digital signal including aspect information, speed advance notice information and brake start point information. The aspect information includes speed limit information which is given to a block zone 1T. The speed advance notice information includes speed limit information in a front block zone 2T that is next to the front side of the block zone 1T. The brake start point information includes information on a brake start point that is set within the block zone 1T so that the vehicle speed is lower than the speed limit of the front block zone 2T at a boundary between the block zone 1T and the front block zone 2T. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle control device and a ground device for the vehicle control device.
[0002]
[Prior art]
As a typical vehicle control device, an ATC (Automatic Train Control) device is widely known. For example, Patent Document 1 discloses a vehicle control device using an ATC device. When the vehicle exceeds a speed limit, the ATC device applies an ATC brake to perform deceleration control of the vehicle.
[0003]
For example, if the speed limit of a closed section in which the vehicle is traveling (hereinafter, referred to as the closed section) is 75 km / h, in the closed section, the vehicle moves to a speed of 75 km / h or less, for example, 70 km / h. At that running speed, the vehicle travels from the blockage section to the front blockage section adjacent to the front of the blockage section.
[0004]
At this time, if the speed limit of the front obstruction section is, for example, 55 km / h, the vehicle enters the front obstruction section at a speed exceeding the speed limit of the front occlusion section. For this reason, when the vehicle enters the front obstruction section, the ATC device applies the ATC brake and performs deceleration control so that the vehicle speed becomes 55 km / h or less. The driving method of entering the front obstruction section at a speed exceeding the speed limit of the front occlusion section in this way is referred to as a hit operation.
[0005]
However, when the ATC brake is applied to control the deceleration of the vehicle, there is a problem that the vehicle rapidly decelerates and the ride quality is impaired.
[0006]
Further, the execution of the ATC brake causes the vehicle to suddenly decelerate, the contact surface between the vehicle wheel and the rail (wheel tread surface) to be worn, and the wheels to be flattened. For this reason, the flattening of the wheels causes problems such as deterioration of riding comfort and increase in running noise level.
[0007]
Therefore, conventionally, when the speed limit of the blockage section is higher than the speed limit of the front blockage section, before the driver enters the front blockage section, the driver manually operates the vehicle to reduce the speed of the front blockage section. The deceleration control is performed as follows, and the control is performed so that the ATC brake is not applied when entering the front obstruction section. As described above, a driving method in which the vehicle enters the front obstruction section at a speed not exceeding the speed limit of the front occlusion section is referred to as a through operation.
[0008]
However, since the manual driving by the driver as described above is a control relying on humans, there is a problem that the riding comfort is affected by the skill of the driver.
[0009]
In addition, even a skilled driver may mistake the timing of applying the brake. In this case, if the timing of applying the brake is early, the vehicle travels in the closed section at an unnecessarily slow speed, which may hinder smooth vehicle operation. Also, if the timing of applying the brake is late, when entering the front obstruction section, the speed of the vehicle will not be lower than the speed limit of the front obstruction section, and the ATC brake will be applied.
[0010]
[Patent Document 1]
JP, 2002-10402, A (page 2-3, FIG. 1)
[0011]
[Problems to be solved by the invention]
An object of the present invention is to provide a vehicle control device capable of improving ride comfort by avoiding a hit driving, and a ground device for the vehicle control device.
[0012]
Another object of the present invention is to provide a vehicle control device and a ground device for a vehicle control device capable of avoiding flattening of wheels by avoiding a hit driving.
[0013]
Still another object of the present invention is to provide a vehicle control device capable of highly reliable brake control without relying on humans, and a ground device for the vehicle control device.
[0014]
Still another object of the present invention is to provide a vehicle control device capable of constructing a highly scalable system of ground-based control in an ATO operation system, and a ground device for the vehicle control device.
[0015]
[Means for Solving the Problems]
In order to solve the above-described problems, a ground device for a vehicle control device according to the present invention includes a transmission unit. The transmitting unit generates and outputs a control signal. The control signal is a digital signal including present information, speed notice information, and brake start point information. The present information includes speed limit information to be given to one closed section. The speed notice information includes speed limit information in a front block section adjacent to the front of the one block section. The brake start point information should be set within the one closed section so that the vehicle speed is lower than the speed limit of the front closed section at the closed boundary between the one closed section and the front closed section. Includes information on brake starting point.
[0016]
The ground device according to the present invention constitutes a vehicle control device in combination with an on-board device. In the vehicle control device, the ground device according to the present invention supplies the control signal to a signal transmission path arranged along a vehicle traveling path.
[0017]
On the other hand, the on-board device includes a receiving unit and a brake control unit. The receiving unit receives and decodes the control signal from the signal transmission path, and outputs a brake signal based on the brake start point information. The brake control unit performs a brake control based on the brake signal supplied from the reception unit.
[0018]
Here, the control signal supplied from the transmission unit of the ground device to the signal transmission path arranged along the vehicle traveling path includes the present information. Since the display information includes speed limit information to be given to one block section (hereinafter, referred to as the block section), the receiving section of the on-board device decodes the control signal and displays the display information included in the control signal. , The vehicle can be caused to travel at a speed according to the present information in the closed section.
[0019]
In addition, the control signal supplied from the transmission unit of the ground device to the signal transmission path disposed along the vehicle traveling path includes the brake start point information. This brake start point information is information of a brake start point to be set in the closed section in order to make the vehicle speed lower than the speed limit of the front closed section at the closed boundary between the closed section and the front closed section. Therefore, the braking can be started before the vehicle reaches the closing boundary, and when the vehicle passes through the closing boundary, the speed of the vehicle can be made lower than the speed limit in the front closing section. Therefore, it is not necessary to apply a strong brake such as an ATC brake, so that the riding comfort is improved.
[0020]
The control signal supplied from the transmission unit of the ground device to the signal transmission path disposed along the vehicle traveling path includes speed notice information. Since the speed announcement information includes the speed limit information in the front obstruction section adjacent to the front of the obstruction section, the speed limit in the front obstruction section is obtained by decoding the speed announcement information included in the control signal. Therefore, when the vehicle passes the obstruction boundary, the speed of the vehicle is compared with the speed limit in the forward obstruction section by comparing the decoded speed notice information with the actual vehicle speed obtained by the speed generator or the like. Can also be reduced.
[0021]
As described above, it is not necessary to apply a strong brake such as an ATC brake, and the vehicle does not suddenly decelerate. Therefore, it is possible to avoid flattening the wheels. In addition, since an appropriate brake signal can be output, a situation in which the deceleration timing is too early does not occur. For this reason, it is possible to avoid a problem that the traveling of the vehicle at an unnecessarily slow speed may hinder proper vehicle operation. Furthermore, since the appropriate deceleration brake can be applied without depending on the driver's intuition, the reliability of the control is improved.
[0022]
Other features of the present invention and the operation and effect thereof will be described in more detail with reference to the accompanying drawings and embodiments.
[0023]
BEST MODE FOR CARRYING OUT THE INVENTION
FIG. 1 is a block diagram showing a vehicle control device according to the present invention. The vehicle control device illustrated in FIG. 1 includes, for example, an ATC device, an ATO (Automatic Train Operation) device, and the like. The vehicle control device shown in FIG. 1 includes a ground device 1, an on-board device 2, and a track 3. The track 3 is also used as a signal transmission path, and is divided into closed sections 1T and 2T.
[0024]
In the figure, the vehicle 4 travels in the closed section 1T in the direction indicated by the arrow a, and in that sense, the closed section 1T is referred to as “the closed section”. Since the closed section 2T is disposed in front of the closed section 1T, it will be referred to as a “front closed section”. The on-board device 2 is provided on the vehicle 4, and the ground device 1 is provided on the ground.
[0025]
The ground apparatus 1 includes a transmission unit 10, and the transmission unit 10 generates and outputs a control signal S1. The control signal S1 is supplied to a track 3 serving as a signal transmission path via a cable or the like. An induction loop or the like may be laid separately from the track 3 and used as a signal transmission path.
[0026]
FIG. 2 is a diagram illustrating an example of a data structure of the control signal S1. In FIG. 2, the control signal S1 is a digital signal including present information S11, speed notice information S12, and brake start point information S13.
[0027]
The present information S11 includes information on the speed limit of the block section 1T in which the vehicle 4 is traveling. The indication information S11 is a multi-step speed signal indicating the indication of the block section 1T. In the ATC device, these speed signals are expressed as, for example, ATC75, ATC55, ATC40, ATC25, ATC0, and the like, and each of the speed signals has a speed limit of 75 km / h, 55 km / h, 40 km / h, 25 km / h, and 0 km / h. Corresponding.
[0028]
The speed notice information S12 includes information on the speed limit of the front occlusion section 2T. The speed notice information S12 is a multi-stage speed signal indicating the current indication of the front occlusion section 2T.
[0029]
The brake start point information S13 is used when the vehicle enters the front obstruction section 2T, that is, at the obstruction boundary between the obstruction section 1T and the front obstruction section 2T, so that the vehicle speed is lower than the speed limit of the front obstruction section 2T. Includes brake start point information required for
[0030]
As the brake start point information, for example, a distance from a start end of the closed section 1T, a distance to a closed boundary which is an end of the closed section 1T, an elapsed time after entering the closed section 1T, and the like are used. it can. For example, the distance to the block boundary at the end of the block section 1T can be a specific numerical value such as 30 m, 31 m, 32 m,.
[0031]
Description will be made again with reference to FIG. The on-board device 2 includes a receiving unit 20, a brake control unit 21, and a power receiver 22. The power receiver 22 is a type of antenna (vehicle armature), and receives a control signal S1 from the track 3 used as a signal transmission path by electromagnetic induction coupling or the like.
[0032]
When the control signal S1 shown in FIG. 2 is input via the power receiver 22 and the speed limit of the blockage section 1T is greater than the speed limit of the front blockage section 2T, the reception unit 20 outputs the brake start point information S13. , And outputs a brake signal S2. The brake signal S2 is supplied to the brake control unit 21. The output signal of the brake control unit 21 is given to a brake device 23, and the brake device 23 applies a brake to the wheels 24.
[0033]
Here, the control signal S1 supplied from the transmission unit 10 of the ground apparatus 1 to the orbit 3 serving as a signal transmission path includes the present information S11. Since the presentation information S11 includes the speed limit information to be given to the blockage section 1T, the receiving unit 20 of the on-board device 2 decodes the control signal S1 based on the presentation information S11 included in the control signal S1. In the closed section 1T, the vehicle 4 can run at a speed corresponding to the present information S11.
[0034]
In addition, the control signal S1 supplied from the ATC transmission unit 10 of the ground device 1 to the track 3 constituting the signal transmission path includes the brake start point information S13. The brake start point information S13 is a brake to be set in the closed section 1T at the closed boundary between the closed section 1T and the front closed section 2T so that the vehicle speed is lower than the speed limit of the front closed section 2T. Since the information of the starting point is included, the braking is started before the vehicle 4 reaches the occlusion boundary, and when the vehicle 4 passes through the occlusion boundary, the speed of the vehicle 4 may be made lower than the speed limit in the front occlusion section. it can. Therefore, it is not necessary to apply a strong brake such as an ATC brake, so that the riding comfort is improved.
[0035]
The control signal S1 supplied from the transmission unit 10 of the ground apparatus 1 to the orbit 3 forming the signal transmission path includes speed notice information S12. Since the speed notice information S12 includes the speed limit information in the forward obstruction section 2T adjacent to the front of the obstruction section 1T, the speed limit in the front obstruction section 2T is obtained by decoding the speed advance information S12 included in the control signal S1. Obtained by Accordingly, when the vehicle 4 passes through the obstruction boundary, the speed of the vehicle 4 is reduced by comparing the decoded speed notice information S12 with the actual vehicle speed obtained by the speed generator 25 or the like. It can be smaller than the speed limit at 2T.
[0036]
As described above, it is not necessary to apply a strong brake such as an ATC brake, and the sudden deceleration of the vehicle 4 is eliminated, so that it is possible to avoid flattening the wheels. In addition, since an appropriate brake signal can be output, a situation in which the deceleration timing is too early does not occur. For this reason, it is possible to avoid a problem that the traveling of the vehicle at an unnecessarily slow speed may hinder proper vehicle operation. Furthermore, since the appropriate deceleration brake can be applied without depending on the driver's intuition, the reliability of the control is improved.
[0037]
Further, with the above-described configuration, it is possible to construct a highly expandable system for ground-based control in the ATO operation mode.
[0038]
Next, the brake control described above will be described in more detail with reference to FIG. FIG. 3 is a diagram showing the deceleration characteristics of the vehicle. The horizontal axis is the vehicle position, and the vertical axis is the vehicle speed. In the figure, a characteristic P1 indicated by a solid line is a characteristic when the vehicle control device according to the present embodiment is used, and P2 and P3 indicated by broken lines are characteristics when a conventional manual operation is used. The closed section 1T is an ATC75 display corresponding to the speed limit (75 km / h). The front occlusion section 2T is an ATC55 indication corresponding to the speed limit (55 km / h). The speed limit is shown by a bold line.
[0039]
In the characteristic P1 shown by the solid line, when the vehicle 4 is traveling in the closed section 1T, the control signal S1 is input to the receiving unit 20. The control signal S1 includes the speed limit of 75 km / h as the presenting information S11, the speed information of 55 km / h as the speed notice information S12, and the brake start point information S13 of the distance L1 to the end of the block section 1T. Contains information.
[0040]
The receiving unit 20 decodes the control signal S1, determines that the speed limit of the blockage section 1T is greater than the speed limit of the front blockage section 2T, and as shown by the solid line, terminates the blockage section 1T ( The brake signal S2 is output at a timing when the distance to the closing boundary (L1) becomes L1. Accordingly, when the vehicle enters the front obstruction section 2T, the vehicle speed becomes lower than the speed limit in the front occlusion section 2T. In order for the speed of the vehicle 4 to be lower than the speed limit in the front obstruction section 2T when the vehicle 4 passes through the obstruction boundary, the speed notice information S12 decoded by the receiver 20 and the speed generator 25 (FIG. 1) Reference) may be compared with the actual vehicle speed obtained. The comparison is performed by the receiving unit 20.
[0041]
On the other hand, when the conventional ATC manual operation is used, the following control is performed. First, when the vehicle 4 is traveling in the closed section 1T, the driver checks a forward notice signal indicating that the speed limit of the closed section 1T is higher than the speed limit of the front closed section 2T. Then, at a predetermined timing based on experience, a brake weaker than the ATC brake is applied, and the vehicle 4 is gradually decelerated.
[0042]
However, when the driver's braking operation is delayed, braking starts at the distance L2 and enters the front obstruction section 2T at a speed exceeding the speed limit of the front occlusion section 2T, as indicated by a characteristic P2 indicated by a broken line. It becomes a hit operation. Therefore, when the vehicle enters the front obstruction section 2T, the ATC brake is applied, and the vehicle rapidly decelerates.
[0043]
If the deceleration brake operation is performed too early, braking starts at a distance L3 (> L1) as indicated by a characteristic P3 shown by a broken line, and the speed is not exceeded the speed limit of the front occlusion section 2T. Although the vehicle will pass through 2T, the vehicle will travel in the closed section 1T at an unnecessarily slow speed, which may hinder proper vehicle operation.
[0044]
FIG. 4 is a diagram showing another example of the data structure of the control signal S1. FIG. 4 shows a case where the brake start point information S13 is displayed not as a specific numerical value but as, for example, three classes S, M, and L. For example, when the start condition is given as a distance to the end (blocking boundary) of the blockage section 1T, the class M corresponds to an average distance of 40 m, the class L corresponds to a distance of 50 m longer than the distance 40 m, and the class S Corresponds to a distance of 30 m shorter than the distance of 40 m. The three classes S, M, and L can be represented by 2 bits. Therefore, the data structure of the control signal S1 can be made compact and processing of the control signal S1 can be facilitated.
[0045]
In addition, by using classes such as S, M, and L as the brake start point information S13, for example, at the time of congestion of a train schedule such as a commuting time zone, all the closed sections are set to S. It is also possible to perform control such as setting the closed section to L. This makes it possible to perform appropriate control corresponding to the degree of congestion of the train schedule.
[0046]
Further, since the control signal S1 is a digital signal, the control signal S1 can include present information S11, speed notice information S12, and brake start point information S13, which is an advantage of being a digital signal. In the related art using an analog signal, such a signal configuration cannot be adopted.
[0047]
Further, by using the control signal S1, it is possible to output an appropriate brake signal S2, so that it is possible to reliably avoid the hitting operation. In addition, since it is not necessary to apply a powerful brake such as an ATC brake, the riding comfort is improved, and the vehicle 4 is not suddenly decelerated, so that it is possible to avoid flat wheels.
[0048]
Furthermore, since an appropriate brake signal S2 can be output, a situation where the deceleration timing is too early does not occur. For this reason, it is possible to avoid a problem that the traveling of the vehicle at an unnecessarily slow speed may hinder proper vehicle operation. In addition, since an appropriate deceleration brake can be applied without depending on the driver's intuition, the reliability of control is improved.
[0049]
FIG. 5 is a block diagram showing the vehicle control device shown in FIGS. 1 to 4 more specifically, and FIG. 6 is a block diagram showing a part of the vehicle control device shown in FIG. 5 in more detail. In FIG. 5, the terrestrial device 1 includes an ATC transmission unit 10. The receiving unit 20 of the on-board device 2 includes an ATC on-board device 201 and an ATO on-board device 202. The ATC on-board device 201 and the ATO on-board device 202 supply the brake control unit 21 with brake command signals S3 and S2. The on-board device 2 includes a manual control unit 211, and a manual brake signal S4 is supplied from the manual control unit 211 to the brake control unit 21. The manual control unit 211 is a brake notch that can be operated by a driver's manual operation.
[0050]
FIG. 6 is a diagram showing a more specific circuit configuration of the on-board device shown in FIG. In FIG. 6, the brake control unit 21 receives brake command signals SB1 to SB3 and EB, and realizes a braking force according to the brake command signals SB1 to SB3 and EB. The brake command signal EB is a signal for applying an emergency brake, and the brake command signals SB1 to SB3 are signals for applying a normal 3-bit binary brake.
[0051]
In the brake command signals SB1 to SB3, SB1 corresponds to the first digit of binary, SB2 corresponds to the second digit of binary, SB3 corresponds to the third digit of binary, and N, B1 to B7 8 stages of brake deceleration are realized. The brake deceleration in eight stages is, for example, when β is a constant, N = 0, B1 = β × 1/7, B2 = β × 2/7, B3 = β × 3/7, B4 = β × 4 / 7, B5 = β × 5/7, B6 = β × 6/7, and B7 = β [km / h / s]. For example, a weak brake deceleration B3 corresponds to the brake signal S2, and a strong brake deceleration B5 corresponds to the ATC brake signal S3.
[0052]
Next, the operation of the vehicle control device shown in FIGS. 5 and 6 at the time of ATO by ATC will be described. First, if it is determined that the speed limit in the blockage section 1T is higher than the speed limit in the front blockage section 2T, the ATC on-board device 201 drives the relay contact mechanisms ATCABR and ATCBR, and the ATO on-board device 202 brakes. A state where the signal S2 can be output is set. Then, the ATO on-board device 202 drives the relay contact mechanisms SB2R and SB3R, and transmits the brake command signals SB2 and SB3 to the brake control unit 21. These brake command signals SB2 and SB3 are brake signals S2.
[0053]
Also, if the vehicle 4 enters the front obstruction section 2T at a speed exceeding the speed limit of the front occlusion section 2T, the ATC on-board device 201 drives the relay contact mechanisms ATCABR and ATCBR to drive the ATO vehicle. The state is such that the brake signal S2 cannot be output from the device 202. Then, the ATC on-board device 201 drives the relay contact mechanism ATCBR and transmits the brake command signals SB1 and SB3 to the brake control unit 21. The brake command signals SB1 and SB3 are ATC brake signals S3.
[0054]
Further, in an emergency, the ATC on-board device or the ATO on-board device drives the relay contact mechanisms ATCER and ATOER, transmits the brake command signal EB to the brake control unit 21, and performs an emergency operation.
[0055]
The ATC on-board device 201 is positioned above the ATO on-board device 202 for security reasons. In vehicle control, a command from the ATC on-board device 201 has priority over a command from the ATO on-board device 202. Be executed.
[0056]
Therefore, even if the ATC brake signal S3 from the ATC on-board device 201 and the brake signal S2 from the ATO on-board device 202 are simultaneously output, the ATC brake signal S3 is executed with priority. Therefore, a high degree of safety is ensured.
[0057]
In general, in a train track, a curve point or the like is set to a lower speed limit than a closed section in front of or behind it. Therefore, conventionally, before starting the vehicle, information such as a closed section set at a low speed limit is communicated from the ground using a communication facility such as a transponder and stored, and the stored information is stored. A forward notice signal was output based on the The driver performed ATO driving in accordance with the forward notice signal to avoid hitting motion. Therefore, conventionally, there is a problem that it is necessary to store information such as a closed section set at a low speed limit before starting the vehicle.
[0058]
On the other hand, since the vehicle control device according to the present embodiment performs control using the control signal S1, it is not necessary to store information before starting the vehicle.
[0059]
Further, similarly to the curve point, the construction section and the like are set at a lower speed limit than the front and rear closed sections, but unlike the curve point, the construction section and the like occur accidentally. .
[0060]
Therefore, the conventional method of storing information such as a closed section set at a low speed limit before starting the vehicle cannot cope with accidentally occurring information such as a construction section. .
[0061]
On the other hand, since the vehicle control device according to the present embodiment performs control using the control signal S1, it is possible to appropriately cope with accidentally generated information.
[0062]
Further, the vehicle control device according to the present invention includes a vehicle speed detection device, and does not output the brake signal S2 when the vehicle speed in the closed section 1T does not exceed the speed limit of the front closed section 2T. good. This is because, in this case, the contact operation that enters the front obstruction section 2T at a speed exceeding the speed limit of the front occlusion section 2T is not performed.
[0063]
As described above, the content of the present invention has been specifically described with reference to the preferred embodiments. However, it is obvious that those skilled in the art can adopt various modifications based on the basic technical idea and teaching of the present invention. It is.
【The invention's effect】
As described above, according to the present invention, the following effects can be obtained.
(A) It is possible to provide a vehicle control device and a ground device for a vehicle control device that can improve the riding comfort by avoiding the hit driving.
(B) It is possible to provide a vehicle control device and a ground device for a vehicle control device capable of avoiding flattening of the wheels by avoiding the contact driving.
(C) It is possible to provide a highly reliable vehicle control device and a ground device for a vehicle control device that do not rely on humans.
(D) In the ATO operation system, a highly expandable system of ground-based control can be constructed.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a vehicle control device according to the present invention.
FIG. 2 is a diagram illustrating an example of a data structure of a control signal.
FIG. 3 is a diagram showing deceleration characteristics of a vehicle.
FIG. 4 is a diagram showing another example of a data structure of a control signal.
FIG. 5 is a block diagram more specifically showing the vehicle control device shown in FIGS.
FIG. 6 is a block diagram showing a part of the vehicle control device shown in FIG. 5 in further detail.
[Explanation of symbols]
4 Vehicle 3 Track 1 Ground device 2 On-board device 21 Brake control unit 22 Power receiver 1T Blocked section 2T Front blocked section S1 Control signal S2 Brake signal

Claims (2)

A ground device for a vehicle control device including a transmission unit,
The transmitting unit generates and outputs a control signal,
The control signal is a digital signal including present information, speed notice information, and brake start point information,
The indication information includes speed limit information to be given to one closed section,
The speed notice information includes speed limit information in a front closed section adjacent to the front of the one closed section,
The brake start point information is a brake set in the one blockage section at a blockage boundary between the one blockage section and the front blockage section so that the vehicle speed is lower than the speed limit of the front blockage section. Ground device for vehicle control device including start point information. A vehicle control device including a ground device, a signal transmission path, and an on-board device,
The ground device is as described in claim 1,
The signal transmission path is arranged along a vehicle traveling path, and the control signal is supplied from the ground device,
The on-board device includes a receiving unit and a brake control unit,
The receiving unit receives and decodes the control signal from the signal transmission path, and outputs a brake signal based on the brake start point information,
The vehicle control device, wherein the brake control unit performs a brake control based on the brake signal supplied from the reception unit.

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