JP2005335505A - Train operating method, centralized operation control unit, decentralized operation control unit, and new traffic system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize the excellent train operation without any specific operation diagram, to effectively reduce the influence of the delay when a preceding train is delayed, and to minimize the stop between stations of a succeeding train. <P>SOLUTION: The train operating method to operate each train present on an operation line by sequentially determining the departure time of a succeeding train from the departure time of a preceding train comprises a departure command output step of outputting the departure command to the succeeding train stopped at a station next to an arbitrary station after the train stop adjustment time is elapsed from the time at which the preceding train starts the arbitrary station. The train stop adjustment time is determined based on the predetermined operational parameters and the predetermined calculation rule. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention sets a relatively short driving time interval such as a new traffic system in which a vehicle traveling on a predetermined traveling route, particularly a vehicle having an automatic steering function, travels on a predetermined traveling road surface or a predetermined traveling track. The present invention relates to a vehicle operation method suitable for a transportation system.

Conventionally, when various vehicles such as trains and buses are operated, an operation diagram is prepared in advance and each vehicle is operated according to the operation diagram.
In the method of operating the vehicle according to such an operation diagram, there is a problem that when the operation is delayed, the operation diagram is disturbed, causing discomfort to passengers using the vehicle.
On the other hand, in order to avoid such a delay as much as possible, a method of creating an operation schedule with a margin in advance can be considered, but in this case, the vehicle cannot be operated efficiently.
For example, Japanese Patent Application Laid-Open No. 9-76913 (Patent Document 1) addresses such a problem by constantly monitoring the traveling position and speed of the vehicle to determine the occurrence of delay and recovery of the preceding vehicle, and to operate the vehicle. A method is disclosed in which the disturbance of the diamond due to delay or the like is eliminated while comparing with the diamond.
JP-A-9-76913 (Patent Document 1)

However, in the operation method disclosed in Patent Document 1 described above, there is a problem in that the equipment cost increases because equipment that constantly detects the position and speed of the vehicle and transmits it to the operation management system is required. .
In addition, the position and speed information of each vehicle and the operation schedule are compared to determine the presence or absence of a vehicle causing a delay, which causes a problem that the processing becomes complicated.
Furthermore, when a delay occurs, it is necessary to change the operation schedule of the following vehicle, and thus there is a problem that a complicated process on the operation management system side is required.

  The present invention has been made to solve the above-described problem, and realizes efficient vehicle operation without having a specific operation diagram, and also has an effect of delay propagation when a delay occurs in the preceding train. It is an object of the present invention to provide a vehicle operation method, an operation central management device, an operation distribution management device, and a new transportation system that can reduce the number of stops of the subsequent trains to the minimum and reduce the number of stops.

In order to solve the above problems, the present invention employs the following means.
The present invention is a vehicle operation method for sequentially determining the departure time of the following vehicle from the departure time of the preceding vehicle and operating each vehicle existing on the operation route, and the time when the preceding vehicle departed from one stop , After the stop adjustment time determined based on a predetermined operation parameter set in advance and a predetermined calculation rule has elapsed, the subsequent stop at the stop one before the one stop A vehicle operation method for starting a vehicle is provided.

According to this vehicle operation method, after the stop adjustment time has elapsed since the preceding vehicle departed, the following vehicle is stopped at a stop one stop ahead of the stop where the preceding vehicle stopped. Thus, for example, the following vehicle is departed by outputting a departure command.
As described above, since the departure time of the subsequent vehicle is determined according to the departure time of the preceding vehicle, the operation schedule is not required, and the detection of the position of the vehicle and the detection of the traveling speed can be unnecessary.
The succeeding vehicle may be a succeeding vehicle as viewed from the preceding vehicle, and is not limited to the nearest succeeding vehicle.
In addition, with regard to acquisition of stop adjustment time, for example, a table in which stop adjustment time is registered for each predetermined section is provided, and by referring to this table, the corresponding stop adjustment time can be acquired. It is. It is also possible to directly calculate the stop adjustment time from the operation parameters by performing an operation according to a predetermined calculation rule.
The said operation parameter means the various parameters required in order to obtain stop adjustment time, for example, the various parameters etc. which represented the agreement regarding the operation between a preceding vehicle and a succeeding vehicle in the unit of time.
The above-mentioned stop is, for example, a place where passengers and cargo are handled on a railway or bus route, and more specifically, a certain place where vehicles such as vehicles and buses stop for passengers to get on and off. Say.

  In the vehicle operation method described above, the operation parameters include a driving time interval, an approach limit time interval, a vehicle travel time during which the vehicle travels between the stops, and the number of driving vehicles between the stops. The preceding vehicle is a vehicle that precedes the vehicle obtained by adding one vehicle to the number of driving vehicles when viewed from the succeeding vehicle, and the stop adjustment time is a time obtained by multiplying the driving interval by the number of driving vehicles. It is preferable to calculate by adding the approach limit time and subtracting the vehicle travel time from that time.

The stop adjustment time is calculated by adding the approach limit time to the time obtained by multiplying the driving time interval by the number of driving vehicles, and subtracting the vehicle travel time from that time, so whether or not there is a delay occurrence. Instead, the vehicle can be operated so that the following vehicle arrives at the predetermined stop after the approach limit time interval after the latest preceding vehicle departs from the predetermined stop. Here, the approach limit time interval refers to, for example, a time interval when vehicles approach to the limit between successive vehicles.
Therefore, the vehicle can be efficiently operated by causing the subsequent vehicle to arrive at the predetermined stop after the approach limit time interval elapses after the latest preceding vehicle departs from the predetermined stop.
In addition, since constant vehicle operation is always performed regardless of the occurrence of delay, it is possible to effectively reduce the propagation of delay to subsequent vehicles, and to realize efficient operation.
The driving time interval refers to, for example, the operation interval between the preceding vehicle and the following vehicle. More specifically, for example, after the preceding vehicle departs from a predetermined stop, the predetermined stop is subsequently followed. Time until the vehicle departs. The driving time interval is set, for example, by comprehensively considering the stop time at the stop, vehicle acceleration, deceleration performance, driving speed, vehicle length, signal function, and the like. The shorter the operation interval, the more efficient the operation.
The approach limit time interval also changes depending on the length of the vehicle, for example, the vehicle composition. For example, the longer the preceding vehicle is, and the longer the preceding vehicle is accelerated or the slower the traveling speed is set.
In addition, the number of driving vehicles refers to the number of vehicles existing between the stops when there are vehicles at any continuous stop, for example.

  In the vehicle operation method described above, the operation parameter is preferably set according to each vehicle and / or each time zone.

  For example, according to the vehicle organization or running function of each vehicle, or by setting operation parameters according to, for example, the degree of congestion of the vehicle, the operation of the vehicle based on a suitable stop adjustment time according to the time It is possible to realize a flexible vehicle operation according to demand and the like.

  In the vehicle operation method described above, a time when the stop adjustment time has elapsed from a time when the preceding vehicle departed from the one stop, and a nearest preceding vehicle has a stop one before the one stop. Among the time when the driving time interval has elapsed from the departure time and the time when the preset vehicle stop time has elapsed since the arrival time of the succeeding vehicle at the previous stop, the latest time has elapsed After that, it is preferable to start the succeeding vehicle.

  According to the present invention, since not only the stop adjustment time but also other predetermined time has elapsed, the vehicle is started, so that the vehicle operation process is performed in more detail, thereby improving the stability of the vehicle operation. Is possible.

  The present invention is a central operation management device that sequentially determines the departure time of the following vehicle from the departure time of the preceding vehicle and operates each vehicle existing on the operation route, and the preceding vehicle has departed from one stop When a stop adjustment time determined based on a predetermined operation parameter set in advance and a predetermined calculation rule has elapsed from time, the vehicle stops at a stop one before the one stop. A central operation management device for starting the following vehicle is provided.

  The present invention is a distributed operation management device that sequentially determines the departure time of the following vehicle from the departure time of the preceding vehicle and operates each vehicle existing in the management section on the operation route, and precedes one stop When a stop adjustment time determined based on predetermined operation parameters and a predetermined calculation rule has elapsed from the time when the vehicle departed, the stop is one stop before the one stop. Provided is a distributed operation management device for starting a subsequent vehicle that is stopped.

The vehicle operation method according to the present invention is very effective when applied to, for example, a new traffic system in which a vehicle having an automatic steering function travels on a predetermined traveling road surface or a predetermined traveling path.
The new traffic system refers to, for example, a traffic system in which a vehicle having an automatic steering function travels on a predetermined traveling road surface or a predetermined traveling track.

According to the vehicle operation method, the central operation management device, the distributed operation management device, and the new traffic system of the present invention, the following effects can be obtained.
First, since the departure time of the following vehicle is always determined by a constant calculation process regardless of whether or not there is a delay, detection of the position and traveling speed is unnecessary, and a very simple equipment configuration and simple calculation process Thus, there is an effect that efficient vehicle operation can be realized.
Secondly, since there is no inherent operation diagram, there is an effect that it is not necessary to change the operation diagram when a delay occurs.
Thirdly, even if there is a delay in the departure of the preceding vehicle, it is possible to adjust the departure time at the stop of the subsequent vehicle, so that the stop between the stops of the subsequent train is minimized. There is an effect that can be.

  Hereinafter, an embodiment of a new transportation system to which a vehicle operation method of the present invention is applied will be described in the order of [first embodiment] and [second embodiment] with reference to the drawings.

[First Embodiment]
FIG. 1 is a block diagram schematically showing the configuration of a new traffic system according to the first embodiment of the present invention.
As shown in FIG. 1, the new traffic system according to the present embodiment includes vehicles a, b, c, etc. that travel on a predetermined travel route 20 and stations (stops) A, B, C, where the vehicles stop. D and the like, and a central operation management device 10 that centrally manages the operation of each vehicle a, b, c, and the like.
The vehicles a, b, c, etc. have an automatic steering function. For example, the positions of the vehicles a, b, c, etc. are confirmed while detecting position detection marks (not shown) laid on the road surface of the travel route 20 at equal intervals. While achieving stable running.
The central operation management device 10 is a device that centrally manages the operation of all the vehicles traveling on the travel route 20, and exchanges predetermined information with each vehicle a, b, c, etc. via a transmission path. Thus, the departure time of the subsequent vehicle is sequentially determined from the departure time of the preceding vehicle, and the operation of each vehicle a, b, c, etc. existing on the operation route is controlled. The transmission path is not particularly limited as long as communication between the two can be realized regardless of whether it is wireless or wired.

FIG. 2 is a block diagram schematically showing the internal configuration of the central operation management apparatus 10 according to the present embodiment.
As shown in FIG. 2, the central operation management device 10 includes a central processing unit 11 such as a CPU, a storage device 12, and a communication unit 13 for exchanging information with the vehicle via a transmission path. Yes.
The storage device 12 includes, for example, an auxiliary storage device such as an HDD, a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, and a semiconductor memory in addition to a main storage device such as a ROM and a RAM. In addition to storing a series of processing processes related to the program in the form of a program, data necessary for the calculation process is stored.
More specifically, a vehicle operation program 121 for realizing a vehicle operation process, which will be described later, a departure / arrival time table 122 in which station departure / arrival times of each vehicle are sequentially recorded, and used for determining the departure time of each vehicle station. The operation parameter table 123 and a predetermined calculation rule 124 are stored.

The departure / arrival time table 122 is a table in which, when a station departure time and a station arrival time are received from each vehicle, these times are written. For example, in this departure / arrival time table 122, which vehicle arrives at what time and at what time each station is registered.
In the operation parameter table 123, as shown in FIG. 3, a driving time interval T, an approach limit time interval Tmin, a vehicle travel time Tr, and the number of driving vehicles n are set for each section. In the present embodiment, a section between stations (including any station) is defined as one section.
Here, the driving time interval T means, for example, the operation interval between the preceding vehicle and the following vehicle, and means the time from when the preceding vehicle departs from a certain station until the following vehicle departs from that station. . For example, as shown in FIG. 4, it means a time interval from when a preceding vehicle (for example, vehicle X) departs from a station to when a nearest succeeding vehicle (for example, vehicle Y) departs from the station. The driving time interval T is set, for example, by comprehensively considering the stop time at the station, vehicle acceleration, deceleration performance, driving speed, vehicle length, signal function, and the like. Thus, the operation efficiency can be improved as the setting is made.

  The approach limit time interval Tmin refers to, for example, a time interval in which successive vehicles cannot approach each other, and refers to a time interval when the vehicle approaches the limit. For example, as shown in FIG. 4, it means a minimum time interval from the departure of a preceding vehicle (for example, vehicle X) to the arrival of a subsequent vehicle (for example, vehicle Y) at a predetermined station. The approach limit time interval Tmin also varies depending on the length of the vehicle, for example, the vehicle composition. For example, the approach limit time interval Tmin is set longer as the preceding vehicle is longer, or as the preceding vehicle is accelerated or traveled slower.

Further, the vehicle travel time Tr refers to the time for traveling between stations. More specifically, it means the time from when a vehicle departs from a certain station until it arrives at the next station.
The number of operating vehicles refers to the number of vehicles existing between the stations when there are vehicles at any continuous station, for example. For example, taking the case shown in FIG. 1 as an example, a vehicle b travels between the stations at stations A and B, which are continuous stations, with the vehicles a and c stopped. Yes. In this case, the number of driving vehicles in the section “Station A-Station B” is “1”.

Returning to FIG. 3, the calculation rule 124 is an arithmetic expression expressed by the following expression (1), and each parameter Tmin (approach limit interval) set in the operation parameter table 123 described above, n (driving vehicle) The stop adjustment time Td at each station is calculated by using (number), T (driving time interval), and Tr (vehicle travel time).
Td = Tmin + nT-Tr (1)

  Next, the vehicle operation process performed by the central operation management device 10 having the above configuration will be specifically described with reference to FIG. Here, the operation of the vehicle c shown in FIG. 1 will be specifically described as an example. The following series of processes is realized by the central processing unit 11 shown in FIG. 2 reading out the vehicle operation program 121 stored in the storage device 12 to the RAM or the like and executing it.

First, when the vehicle c arrives at the station A at t1 in FIG. 5, the vehicle c notifies the central operation management device 10 (see FIG. 2) that it has arrived at the station A.
Next, the central processing unit 11 refers to the operation parameter table 123 and reads the number n of driving vehicles associated with this section. As a result, as shown in FIG. 3, since the number n of driving vehicles in the “station A-station B” section is “1”, “1” is read out.
Next, the time that the preceding vehicle departs from the next station B of the station A by the vehicle number obtained by adding 1 to the number n of the read driving vehicles is acquired. This can be acquired by monitoring departure information of station B in the departure / arrival time table 122.
When the central processing unit 11 acquires time t2 as the departure time of the next station B of the vehicle a, the time t3 obtained by adding the stop adjustment time Td to the time t2 is determined as the departure time of the station A of the vehicle c. To do.
Here, the stop adjustment time Td is calculated by calculating various operation parameters in the section “station A-station B” according to the calculation rule 124. Specifically, the approach limit time “Tmin = 85 seconds” is added to the time obtained by multiplying the driving time interval T (seconds) set as the section by the number of driving vehicles “n = 1”, and from that time, It is calculated by subtracting the vehicle travel time “Tr = 100 (seconds)”.

The central processing unit 11 determines the time t3 as the departure time of the vehicle c, and transmits a departure instruction to the vehicle c to leave at the time t3.
The vehicle c that has received the departure instruction leaves the station A and starts traveling toward the next station B at time t3. At this time, the central processing unit 11 in the central operation management apparatus 10 writes the time when the vehicle c leaves the station A in the departure / arrival time table 122.
Then, the vehicle arrives at the station B at time t5 after the vehicle travel time Tr from the departure time t3.
On the other hand, the vehicle b, which is the preceding vehicle nearest to the vehicle c, departs from the station B at time t4 because the above-described vehicle operation process is performed in the same manner.
Therefore, as can be seen from FIG. 5, the following vehicle c can arrive at the station B at a time t5 that is after the approach limit time interval Tmin from the time t4 when the latest preceding vehicle b leaves the station B. The most efficient vehicle operation can be realized.
By performing the above-described vehicle operation process on each vehicle, efficient vehicle operation can be realized through the entire vehicle traveling on the travel route, that is, as the entire new traffic system.

Further, as described above, after the stop adjustment time Td has elapsed from the time when the preceding vehicle departed from the next station, the vehicle is operated so that the following vehicle departs from the previous station. When a delay occurs, it is possible to effectively reduce the spread of the delay and minimize the inter-station stop of the following train.
FIG. 6 shows the operation state of the subsequent vehicle according to the vehicle operation method according to the present embodiment when a delay occurs in the preceding vehicle, and the operation state of the subsequent vehicle when the departure of the subsequent vehicle is delayed by the delay time of the preceding vehicle. And are displayed in comparison.
In FIG. 6, when a delay occurs in the vehicle X that is stopped at the next station and the departure time of the vehicle X is delayed by Tw, the central operation management device 10 according to the present embodiment determines the departure time of the vehicle X as described above. After the stop adjustment time (Td = Tmin + nT−Tr) has elapsed from t1 (time t2), the vehicle Z is departed from the previous station.
As a result, the departure time can be advanced by the period Tf as compared to the case where the departure of the vehicle Z is delayed by the departure delay Tw of the preceding vehicle X (see the dotted line in the figure). Furthermore, since the departure time of the vehicle following the vehicle Z is determined according to the departure time of the vehicle Z, the influence of the departure delay of the vehicle X can be extremely reduced.
For the vehicle Y that has already left the previous station before the vehicle X is delayed, it is necessary to adjust the traveling speed in the middle of traveling.

As described above, according to the new traffic system according to the first embodiment of the present invention, the departure time of the following vehicle is always determined by a constant calculation process regardless of whether or not there is a delay, so it is easy. Through this process, efficient vehicle operation can be realized.
In addition, since there is no operation diagram, it is possible to eliminate the operation diagram change process when a delay occurs.
In addition, since it is not necessary to detect the position and the traveling speed, the vehicle can be operated with a very simple configuration and calculation processing.
In addition, even when there is a delay in the departure of the preceding vehicle, the departure time at the stop of the subsequent vehicle can be adjusted, so that the travel after the subsequent vehicle has left the stop can be stabilized. . That is, the following vehicle can smoothly travel without stopping traveling or adjusting the traveling speed between the stops.
In addition, when a delay occurs, the spread of the delay to the following vehicle can be effectively reduced.

In addition, the new traffic system of this invention is not limited to the above-mentioned embodiment.
1stly, in the above-mentioned embodiment, although the operation parameter was set for every area, you may make it set an operation parameter in detail further. For example, the operation parameters may be set for each vehicle based on the vehicle organization and the traveling function of each vehicle. Or you may make it set an operation parameter for every time slot | zone based on the congestion degree of boarding in each time slot | zone. In this way, efficient operation of the vehicle according to demand can be realized by freely setting the operation parameters.
Secondly, in the above-described embodiment, the central operation management device 10 is configured to manage the operation of all the vehicles that are traveling on the travel route. Instead, for example, distributed management is performed. You may make it employ | adopt a method. For example, it is possible to divide the travel route into a plurality of sections in charge, and to allow one distributed operation management device to handle the operation of the vehicle in one section in charge.
Thirdly, in the above-described embodiment, the stop adjustment time Td is calculated according to the calculation rule and the vehicle is operated. Instead, the stop adjustment time Td that has been calculated in advance is set in all sections. A corresponding stop adjustment time may be obtained from this table. Thus, by providing the table in advance, the calculation process of the stop adjustment time Td can be made unnecessary.

[Second Embodiment]
Next, a new transportation system according to the second embodiment of the present invention will be described.
In the new traffic system according to the present embodiment, the vehicle operation processing performed by the central operation management device is different from the vehicle operation processing performed by the central operation management device according to the first embodiment described above.
In the vehicle operation process according to the first embodiment described above, the time when the stop vehicle adjustment time Td has elapsed from the time when the preceding vehicle departed from the next station is determined as the time when the subsequent vehicle departs from the previous station. In the vehicle operation process according to the present embodiment, the following vehicle is departed after satisfying the following three requirements.
(1) The stop adjustment time Td has elapsed from the number of vehicles obtained by adding 1 to the number of traveling vehicles n and the time when the preceding vehicle has left the next station.
(2) The driving interval T has elapsed since the time when the latest preceding vehicle left the station.
(3) The vehicle stop time Ts has elapsed from the time when the vehicle arrived.

The vehicle stop time Ts is a time at which the vehicle stops at the station, and may be set in advance as one of the operation parameters shown in FIG. 3, for example.
As described above, in the present embodiment, it is determined whether the requirements (2) and (3) are newly added to the requirements (1) that are the same processing contents as the first embodiment. When all these requirements are satisfied, a departure command is transmitted to the vehicle.
Thus, it becomes possible to improve the efficiency and stability of a vehicle operation by adding the requirements regarding a departure and performing a vehicle operation process in detail.

As mentioned above, although embodiment of this invention was explained in full detail with reference to drawings, the specific structure is not restricted to this embodiment, The design change etc. of the range which does not deviate from the summary of this invention are included.
For example, the departure time of the subsequent vehicle is determined based on the departure time of the preceding vehicle. Instead of this departure time, the departure time of the subsequent vehicle may be determined based on the arrival time of the preceding vehicle. More specifically, for each station, a station stop time Ts at which the vehicle stops at the station is determined in advance, and the station stop time Ts is added to the time when the vehicle arrives at the station. Estimate the departure time of the station. Then, it is possible to take a technique such as determining the departure time of the following vehicle based on the estimated departure time.

It is a figure which shows the structure of the new traffic system which concerns on one Embodiment of this invention. It is a figure which shows schematic structure of the central operation management apparatus shown in FIG. It is a figure which shows an example of a structure of the operation parameter table shown in FIG. It is a figure for demonstrating a driving time interval and an approach limit time space among the operation parameters shown in FIG. It is a figure for demonstrating the vehicle operation method which concerns on one Embodiment of this invention. It is a figure shown about the effect of the vehicle operation method concerning one embodiment of the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Central operation management apparatus 11 Central processing unit 12 Storage device 13 Communication part 20 Traveling route 121 Vehicle operation program 122 Departure / arrival time table 123 Operation parameter table 124 Calculation rule A, B, C, D Station a, b, c Vehicle

Claims (7)

A vehicle operation method for sequentially determining the departure time of the following vehicle from the departure time of the preceding vehicle and operating each vehicle existing on the operation route,
After a stop adjustment time determined based on a predetermined operation parameter and a predetermined calculation rule from a time when a preceding vehicle departs from one stop, a time more than that of the one stop A vehicle operation method in which the following vehicle is stopped at the nearest stop. The operation parameters include a driving time interval, an approach limit time interval, a vehicle traveling time during which the vehicle travels between the stops, and the number of driving vehicles between the stops,
The preceding vehicle is a vehicle that precedes the subsequent vehicle by a vehicle amount obtained by adding one vehicle to the number of driving vehicles,
2. The vehicle according to claim 1, wherein the stop adjustment time is calculated by adding the approach limit time to a time obtained by multiplying the driving time interval by the number of driving vehicles, and subtracting the vehicle travel time from the time. Navigation method.   The vehicle operation method according to claim 1 or 2, wherein the operation parameter is set according to each vehicle and / or each time zone.   The driving time interval from the time when the stop adjustment time has elapsed from the time when the preceding vehicle departed from the one stop, and from the time when the nearest preceding vehicle departed one stop before the one stop. And after the latest time has elapsed, the vehicle departs from the succeeding vehicle after the preset vehicle stop time has elapsed from the time when the succeeding vehicle arrived at the previous stop. The vehicle operation method according to claim 2 or claim 3 to be performed. A central operation management device that sequentially determines the departure time of the following vehicle from the departure time of the preceding vehicle and operates each vehicle existing on the operation route,
When the stop adjustment time determined on the basis of a predetermined operation parameter and a predetermined calculation rule that have been set in advance from the time when the preceding vehicle departed from one stop, it is more than the one stop. Central operation management device that departs the following vehicle that stops at the nearest stop. It is a distributed operation management device that sequentially determines the departure time of the subsequent vehicle from the departure time of the preceding vehicle, and operates each vehicle present in the management section on the operation route,
When the stop adjustment time determined on the basis of a predetermined operation parameter and a predetermined calculation rule that have been set in advance from the time when the preceding vehicle departed from one stop, it is more than the one stop. A distributed operation management device that departs the following vehicle that stops at the nearest stop.   A new traffic system in which a vehicle is operated by the vehicle operation method according to any one of claims 1 to 4.

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