JP2007191017A - Bogie for rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce lateral pressure when a bogie passes a curved line and ensure travel stability in the bogie of a rolling stock. <P>SOLUTION: The travel stability of the bogie for the rolling stock is ensured by converting the right and left speed of a wheel set to damping moment in a yaw direction to the wheel set to add to the wheel set by disposing a link mechanism 21 and a damping element between an axle box body 11 and a bogie frame 2 and with the link mechanism 21. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a railcar bogie that can achieve high running stability.

  As a conventional railcar bogie, there is a method described in Patent Document 1 as a technique for improving running performance when passing a curve. In this method, by setting the support rigidity of the wheel shaft in the front-rear direction to be low, the self-steering performance of the wheel shaft when passing a curve is improved, and the lateral pressure is reduced.

  Further, as another railcar bogie, there is a method described in Patent Document 2 as a technique for reducing the lateral pressure when passing a curve by forcibly steering a wheel shaft in a shaft beam type.

  In the method described in the above-mentioned Patent Document 1, a high-rigidity portion and a low-rigidity portion are set by optimizing the axle box support rigidity that supports the wheel shaft in the front-rear direction within one vehicle, and the low-rigidity of the wheel shaft is set. The self-steering performance can be improved and the running stability can be maintained by the effect of higher rigidity. However, if the track condition is bad, or if the wheel wear is large and the tread gradient is large, the running stability cannot be maintained only by the optimization of the axle box support rigidity, and the critical speed is lowered and it is There is a problem that occurs.

In the method described in Patent Document 2, the link arm of the link arm type axle box support device is divided into two parts, and the actuator is driven in the vertical direction. In this system, the two link arms are converted into longitudinal displacement by the vertical displacement of the actuator, and the wheelbase is steered in the yawing direction when passing the curve by reducing the lateral pressure by changing the shaft distance when passing the curve. it can. However, there is a problem that the lateral pressure increases when the position of the curve is erroneously detected and the steering is forcibly reversed. In addition, since an actuator and a displacement conversion mechanism are required for steering, the axle box support device becomes complicated, the weight of the device increases, and there is a problem that energy is required for further steering.
Japanese Patent No. 3254137 Japanese Patent No. 3018941 “Dynamics of Railway Vehicles” 26

  Therefore, there is a problem to be solved in terms of improving running stability by adding a damping force proportional to the left-right speed or yaw angular speed of the wheel shaft to the wheel shaft. SUMMARY OF THE INVENTION An object of the present invention is to provide a railway vehicle bogie having a steering function and a high running stability with a simple and lightweight configuration.

  In order to solve the above-mentioned problems and achieve the object of the present invention, a railway vehicle bogie of the present invention comprises a shaft box body that supports a wheel shaft, and a bogie frame that is supported on the shaft box body via a shaft spring. In the railway vehicle carriage provided, the first link fixed to the axle box body in a rotatable state around a vertical axis, and the second link fixed to the carriage frame in a rotatable state around the vertical axis; It is arranged in the left-right direction of the bogie frame, and is coupled with one end being rotatable about the vertical axis on the first link, and the other end being rotatable about the vertical axis on the second link B. And a first link, a second link and the connection rod form a closed link mechanism, and the first link and the axle box body are damped in the front-rear direction. It is characterized by arranging elements.

  According to the present invention, the yaw moment proportional to the left and right speed of the wheel shaft is added to the yaw direction of the wheel shaft as one of the forces that influence the rotation of the wheel shaft in the yaw direction by the link mechanism and the damping element. As a result, it is possible to ensure high running stability. Further, another damping element can be arranged in the front-rear direction between the second link and the carriage frame.

  A railcar bogie according to the present invention is a railcar bogie comprising a shaft box body that supports a wheel shaft and a bogie frame that is supported on the shaft box body via a shaft spring, and is perpendicular to the shaft box body. A first link fixed in a rotatable state around an axis, a second link fixed in a rotatable state around a vertical axis on the bogie frame, and arranged in the front-rear direction on the bogie frame, A connecting rod having one end connected on the first link in a state of being rotatable around a vertical axis and the other end being connected on the second link in a state of being rotatable around a vertical axis; The first link, the second link, and the connecting rod form a closed link mechanism, and a damping element is disposed in the left-right direction between the first link and the axle box body.

  According to the present invention, the link mechanism and the damping element apply a left-right force proportional to the yaw angular velocity of the wheel shaft as one of the forces that influence the left-right movement of the wheel shaft in the left-right direction of the wheel shaft. Since damping is secured, high running stability can be secured. Further, another damping element can be arranged in the front-rear direction between the second link and the carriage frame.

  According to the present invention, it is possible to reduce the lateral pressure at the time of passing a curve by ensuring a high steering function, and further, by adding damping with respect to the movement of the wheel shaft in the left-right direction or the yaw direction by the link mechanism and the damping element. Higher running stability can be realized.

  Hereinafter, an embodiment of a railway vehicle carriage according to the present invention will be described.

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a plan view of a railway vehicle carriage 1 according to the first embodiment. A railcar bogie 1 is mainly composed of a bogie frame 2, a shaft box support device 3, a wheel shaft 4, an air spring 5, and a yaw damper 6. The wheel shaft 4 is supported by the carriage frame 2 via the axle box support device 3 in a rotatable state. The vehicle body and the carriage frame 2 are elastically supported by an air spring 5, and the vehicle body and the carriage frame 2 are coupled by a yaw damper 6.

  FIG. 2 is a side view showing a detailed structure of the axle box support device 3 shown in FIG. The axle box support device 3 is mainly constituted by an axle box body 11, an axle spring 12, a cylindrical laminated rubber 13, and a damper 14. A lower shaft spring seat 15 that supports a shaft spring 12 configured by a coil spring is disposed on the shaft box body 11, and an upper shaft spring seat 16 is disposed on the shaft spring 12. A cylindrical laminated rubber 13 is disposed between the upper shaft spring seat 16 and the lower shaft spring seat 15 in the coil of the shaft spring 12. Here, the shaft spring 12 may be made of rubber such as conical rubber or roll rubber instead of the coil spring.

  In such a configuration, the vertical direction of the axle box body 11 and the carriage frame 2 is elastically supported by the axial spring 12, and the damper 14 arranged in parallel with the axial spring 12 has a damping effect on the vertical movement. Secured.

  The axle box 11 and the carriage frame 2 are elastically supported by the cylindrical laminated rubber 13 in the front-rear and left-right directions, that is, in the horizontal direction. A plan view of the detailed structure of the cylindrical laminated rubber 13 is shown in FIG. The cylindrical laminated rubber 13 has a configuration in which inner plates 17 and rubbers 18 are alternately laminated concentrically and joined to each other, and the spring constant in the front-rear direction is changed to the spring constant in the left-right direction by arranging the notch portions in the front-rear direction. The characteristic can be set smaller and easily displaced in the front-rear direction. According to such a configuration, the axle box 11 is softly supported in the front-rear direction by the cylindrical laminated rubber 13 with respect to the carriage frame 2, so that the self-steering function of the axle 4 is improved when passing the curve, and the axle 4 is It can be easily steered in the yawing direction and the lateral pressure can be greatly reduced.

Next, the traveling stability of the carriage will be described. Here, a description will be given using the equation of motion of the wheel shaft shown in the following equations 1 and 2 which are equations of motion described in Non-Patent Document 3.

  Equation 1 is an equation of motion in the left-right direction of the wheel shaft. In Equation 1, y is the left-right displacement, ψ is the yaw angle displacement of the wheel shaft, m is the wheel shaft mass, f22 is the lateral creep coefficient, V is the speed, and ky is the wheel shaft. The left and right direction support rigidity is shown. Equation 2 shows the equation of motion of the wheel shaft in the yaw direction. In Equation 2, I is the moment of inertia of the wheel shaft in the yaw direction, f11 is the longitudinal creep coefficient, b is 1/2 of the contact point lateral distance, and kψ is the wheel yaw. Direction support stiffness, f11 is a longitudinal creep coefficient, γ is an equivalent tread gradient, and r is a wheel radius.

  The first term on the right side of Equations 1 and 2 is an attenuation term related to the wheel shaft lateral velocity, which is the first derivative of the lateral displacement y, and the yaw angular velocity, which is the first derivative of the yaw angular displacement ψ. This term stabilizes the movement of the wheel shaft, but since the coefficient is inversely proportional to the speed V, the value decreases as the speed V increases, and the effect of stabilizing the wheel shaft behavior becomes weaker. The second term on the right side of Equations 1 and 2 corresponds to a stiffness term, which is directly related to the lateral displacement y or yaw angular displacement ψ. This term stabilizes the movement of the wheelset 4. However, when lowering the support rigidity of the wheel shaft 4 in the yaw direction in order to improve the steering performance when passing through the curve, the second term on the right side of Equation 2 is reduced, and the effect of stabilizing the wheel shaft behavior is weakened. The third term on the right side of Equations 1 and 2 is the coupled term, that is, the term of yaw angular displacement ψ that enters the description of the motion of the lateral displacement y for Equation 1, and the motion in the yaw direction for Equation 2. It is a term of the right-and-left displacement y which falls into the description. This third term becomes a non-conservative system, energy is injected, and the movement of the wheel shaft 4 is destabilized. Regarding the coefficient of the third term on the right side of Equation 2, the smaller the wheel radius and the larger the equivalent tread surface gradient, the larger this term becomes and the movement of the wheel shaft 4 becomes unstable.

  In general, in order to improve the steering performance of the wheel shaft 4, it is effective to reduce the support rigidity in the yaw direction of the wheel shaft 4 and to increase the equivalent tread gradient. In equations (1) and (2), reducing the support stiffness in the yaw direction and increasing the equivalent tread gradient weaken the action of stabilizing the movement of the wheel shaft 4, and the equations (1) and (2) improve the curve passing performance. It can be seen that ensuring running stability is in a trade-off relationship.

Here, it is considered to stabilize the wheel shaft 4 by adding damping to the trade-off relationship. In Formula 3, an example in which an attenuation term is added in the left-right direction of the wheel shaft 4 is shown. In Equation 3, a left / right force proportional to the yaw angular velocity of the wheel shaft 4 is applied to the fourth term on the right side of Equation 1. Thereby, the attenuation in the left-right direction of the wheel shaft 4 can be increased, and the running stability can be improved. In Formula 4, an example in which an attenuation term is added in the yaw direction of the wheel shaft 4 is shown. In Equation 4, a yaw moment proportional to the left and right speed of the wheel shaft is added to the fourth term on the right side of Equation 2. As a result, the attenuation of the wheel shaft 4 in the yaw direction can be increased, and the running stability can be improved. As described above, theoretically, by adding a damping force proportional to the left-right speed and the yaw angular speed of the wheel shaft 4, the running stability can be improved.

  In order to specifically realize the equations shown in the above equations 3 and 4, it is necessary to convert the speed into a left-right force or a yaw moment by a mechanical mechanism that performs feedback or feedback control. Here, based on FIG. 1, FIG. 2, FIG. 4 and FIG. 5, the mechanical link mechanism converts the lateral speed of the wheel shaft 4 into the yaw moment to the wheel shaft 4 as shown in Equation 4, thereby improving the running stability. An example of improvement will be described. The link mechanism 21 is composed of a dampening element 22a, 22b mainly composed of a damper, a link 23a, 23b in the shape of L, and a connecting rod 24.

  With reference to FIG. 1 and FIG. 2, the detailed structure of the coupling | bond part of the shaft box 11 and the link mechanism 21 is demonstrated. FIG. 2 is a side view of the lower left portion of the railway vehicle carriage 1 shown in FIG. The L-shaped link 23a as the first link is fixed to the shaft box 11 via the bracket 25 in a state where the link 23a can rotate around the vertical axis direction at the intermediate portion. The damping element 22a is disposed so as to expand and contract in the front-rear direction, and is fixed to the shaft box body 11 via the bracket 26 in a state where one end thereof can be rotated around the vertical axis direction. The other end of the damping element 22a is fixed to one end of the L-shaped link 23a so as to be rotatable about the vertical axis direction.

  The detailed structure of the coupling | bond part of the trolley | bogie frame 2 and the link mechanism 21 is demonstrated using FIG. 1 and FIG. FIG. 4 is a side view of the upper left portion of the railcar carriage shown in FIG. The link 23b as the L-shaped second link is fixed to the carriage frame 2 via the bracket 27 so as to be rotatable around the vertical axis direction at the intermediate portion. The damping element 22b (another damping element) is disposed so as to expand and contract in the front-rear direction, and one end thereof is fixed to the carriage frame 2 via the bracket 28 in a state of being rotatable around the vertical axis direction. The other end of the damping element 22b is fixed to one end of the L-shaped link 23b so as to be rotatable about the vertical axis direction.

  The connecting rod 24 is disposed so as to connect the end of the link 23 a coupled to the axle box 11 and the end of the link 23 b coupled to the carriage frame 2 in the left-right direction. One end of the connecting rod 24 is coupled to the link 23a so as to be rotatable about the vertical axis direction, and the other end of the connecting rod 24 is coupled to the link 23b so as to be rotatable about the vertical axis direction. With the above configuration, the shaft box 11, the link 23a, the connecting rod 24, the link 23b, and the bogie frame 2 constitute a closed link system. Here, since the link 23a and the link 23b have different heights, the connecting rod is disposed obliquely in the left-right direction.

  Next, the operation of the link mechanism 21 will be described with reference to FIG. First, the wheel shaft 4 (shaft box 11) is displaced in the left-right direction (step 1). Thereby, the distance between the point A and the point B of the portion fixed by the brackets 25 and 27 of the link 23a and the link 23b is increased. As a result, the link 23a and the link 23b rotate in the yaw direction (in this example, in directions opposite to each other) as shown (step 2). With the rotation of the links 23a and 23b, the damping elements 22a and 22b extend in the front-rear direction, and a force in the front-rear direction acts between the axle box 11 and the carriage frame 2 (step 3). Accordingly, a yaw moment acts on the axle box 11 and the carriage frame 2 in the illustrated direction. As described above, the link mechanism 21 can convert the lateral speed of the wheel shaft 4 (shaft box 11) into the yaw moment to the wheel shaft 4. Here, when the wheel shaft 4 (shaft box body 11) is displaced in the yaw direction, the shaft box body 11 and the carriage frame 2 are relatively displaced in the front-rear direction, and the points C and D are relatively displaced in the front-rear direction. In this case, the connecting rod 24 escapes in the yaw direction, the links 23a and 23b do not rotate at points A and B, and the points E and F do not move, so that no damping force is generated.

  In the link mechanism 21, the yaw moment force acting between the wheel shaft and the carriage frame can be adjusted by changing the damping coefficients of the damping elements 22a and 22b. The lengths of the arms of the links 23a and 23b, that is, the distances AE and BF between the bracket coupling points of the links 23a and 23b and the coupling points of the damping elements 22a and 22b, the bracket coupling points of the links 23a and 23b, and the connecting rod 24. The magnitude of the damping force can be adjusted by changing the distances AC and BD between the coupling points.

  An example in which the effect of stabilizing the wheel shaft according to the present invention is confirmed by analysis will be described with reference to FIG. FIG. 6 shows an example in which traveling stability is examined by calculating a lateral displacement response of the first axis by vehicle dynamics analysis when a 1-cos wave is input to the wheel shaft.

  In FIG. 6, in the prior art (FIG. A), the snake action occurs without being stabilized against the disturbance input of the 1-cos wave. On the other hand, in the present invention (FIG. B), it can be confirmed that the lateral displacement of the wheel shaft converges with respect to the disturbance input, and that high running stability can be ensured by adding attenuation.

  In the railway vehicle bogie according to the present embodiment described above, the yaw moment proportional to the lateral speed of the wheel shaft 4 is applied to the yaw direction of the wheel shaft 4 by the link mechanism and the damping element. Since the damping is applied, the running stability of the wheel shaft 4 can be improved. For this reason, even when the support rigidity in the yaw direction of the wheel shaft 4 is reduced in order to improve the self-steering function of the wheel shaft 4 in the curve, the running stability can be maintained while improving the curve passing performance and reducing the lateral pressure.

  In the present embodiment, the arrangement of the cylindrical laminated rubber 13 and the adjustment of the spring constant reduce the support rigidity in the yaw direction of the wheel shaft 4 to improve the steering performance. However, a wheel cross section having a large equivalent tread gradient is used. Thus, in the configuration in which the wheel radius difference when passing through the curve is increased and the steering performance is improved, by adding the link mechanism 21 and the damping elements 22a and 22b, the running stability is improved, and the same effect as this embodiment is obtained. can get. In this case, the critical speed is reduced by adding the link mechanism 21 and the damping elements 22a and 22b, and the critical speed is supplemented by adding the link mechanism 21 and the damping elements 22a and 22b, thereby improving the curve passing performance and driving stability. The trade-off relationship of securing can be overcome.

  Furthermore, in a configuration in which the damping coefficient of the yaw damper is set small, the yaw turning resistance in the curve is reduced, and the lateral pressure when passing through the curve is reduced, the link mechanism 21 and the damping elements 22a and 22b are added, thereby driving. Stability is improved and the same effect as the present embodiment can be obtained. In this case as well, the amount of decrease in the critical speed due to the reduction in the damping coefficient of the yaw damper is supplemented by increasing the critical speed by adding the link mechanism 21 and the damping elements 22a and 22b, improving the curve passing performance and running stability. Overcoming the trade-off relationship.

  In this embodiment, the axle box support device 3 is a wing system in which the axle springs 12 are arranged symmetrically in the front-rear direction of the axle box body 11, but in the axle box support device 3, the axle box body 11 and the carriage frame 2 are linked. Alternatively, the shaft box 11 and the carriage frame 2 can be linked to each other by using the method of coupling with the support plate or the method of coupling the shaft beam to the carriage frame 2 as a beam having the beam shape of the axle box 11. The effect similar to the present Example is acquired by couple | bonding by a mechanism.

  In this embodiment, a damper is used as the damping element. However, a liquid seal rubber having a damping action or a rubber having a high loss coefficient is used so that a damping force is generated when the link mechanism is operated. In addition, the same effect as in the present embodiment can be obtained.

  Next, a second embodiment of the present invention will be described with reference to FIGS. 7 to 9, members having the same functions as those in the embodiment shown in FIG.

  The embodiment shown in FIG. 7 is an example of improving the running stability by converting the yaw angular velocity of the wheel shaft 4 into the left / right force to the wheel shaft 4 as shown in Equation 3 by a mechanical link mechanism. The link mechanism 31 is composed of a dampening element 32a, 32b mainly composed of a damper, a link 33a, 33b in the shape of L, and a connecting rod 34, which couple the carriage frame 2 and the axle box body 11.

  The detailed structure of the coupling | bond part of the axle box 11, the bogie frame 2, and the link mechanism 31 is demonstrated using FIG. 7 and FIG. FIG. 8 is a side view of the lower left portion of the embodiment shown in FIG. The link 33a as the first link is fixed to the axle box body 11 via the bracket 35 in a state of being rotatable around the vertical axis direction. The damping element 32a is disposed in the left-right direction between the axle box 11 and the link 33a so as to expand and contract in the left-right direction.

  The link 33b as the second link is fixed to the carriage frame 2 via the bracket 37 so as to be rotatable around the vertical axis direction. The damping element 32b (another damping element) is disposed in the left-right direction between the carriage frame 2 and the link 33b so as to expand and contract in the left-right direction.

  The connecting rod 34 is disposed so as to connect the end portion of the link 33 a coupled to the axle box 11 and the end portion of the link 33 b coupled to the carriage frame 2 in the front-rear direction. One end of the connecting rod 34 is coupled to the link 33a so as to be rotatable about the vertical axis direction, and the other end of the connecting rod 34 is coupled to the link 33b so as to be rotatable about the vertical axis direction. According to the above configuration, the shaft box body 11, the link 33a, the connecting rod 34, the link 33b, and the bogie frame 2 constitute a closed link system. Here, since the link 33a and the link 33b are different in height, the connecting rod is disposed obliquely in the front-rear direction.

  Next, the operation of the link mechanism 31 will be described with reference to FIG. First, the wheel shaft 4 (shaft box 11) is displaced in the yaw direction (step 1). Thereby, the wheel shaft 4 (shaft box body 11) is displaced in the front-rear direction (step 2). Thereby, the distance between the point A and the point B of the portion fixed by the brackets 35 and 37 of the link 33a and the link 33b is reduced. . As a result, the link 33a and the link 33b rotate in the yaw direction (step 3). As the link rotates, the damping elements 32a and 32b expand and contract in the left-right direction, and the left-right force of the axle box 11 and the carriage frame 2 acts (step 4).

  As described above, the link mechanism 31 can convert the yaw angular velocity of the wheel shaft (shaft box) into the left-right force on the wheel shaft. Here, when the wheel shaft 4 (shaft box body 11) is displaced in the left-right direction, the shaft box body 11 and the carriage frame 2 are relatively displaced in the left-right direction, and the points C and D are relatively displaced in the left-right direction. In this case, the connecting rod 34 escapes in the yaw direction, the links 33a and 33b do not rotate at points A and B, and the points E and F do not move, so that no damping force is generated.

  In the railway vehicle bogie according to the present embodiment described above, the link mechanism is configured so that a lateral force proportional to the yaw angular velocity of the wheel shaft is applied in the left-right direction of the wheel shaft, and damping is applied in the left-right direction of the wheel shaft. The running stability of the wheel shaft can be improved. Therefore, even when the support rigidity in the yaw direction of the wheel shaft is reduced in order to improve the self-steering function on the wheel shaft in the curve, the running stability can be maintained while improving the curve passing performance and reducing the lateral pressure.

It is a top view of the trolley | bogie used for embodiment of this invention. It is detail drawing of the axle box support apparatus and link mechanism which are used for embodiment of this invention. It is detail drawing of the cylindrical laminated rubber used for embodiment of this invention. It is detail drawing of the axle box support apparatus and link mechanism which are used for embodiment of this invention. It is a figure which shows operation | movement of the 1st Embodiment of this invention. It is the example which analyzed and confirmed the effect of wheel shaft stabilization by the present invention. It is a top view of the trolley | bogie used for the 2nd Embodiment of this invention. It is detail drawing of the axle box support apparatus and link mechanism which are used for the 2nd Embodiment of this invention. It is a figure which shows the operation | movement of the 2nd Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Bogie, 2 ... Bogie frame, 3 ... Shaft box support device, 4 ... Wheel shaft, 5 ... Air spring, 6 ... Car body, 6 ... Yaw damper, 11 ... Shaft box body, 12 ... Shaft spring, 13 ... Cylindrical laminated rubber, DESCRIPTION OF SYMBOLS 14 ... Damper, 15 ... Lower axial spring seat, 16 ... Upper axial spring seat, 17 ... Inner plate, 18 ... Rubber, 21, 31 ... Link mechanism, 22a, 22b, 32a, 32b ... Damping element, 23a, 23b, 33a 33b ... links, 24, 34 ... connecting rods, 25, 26, 35, 36 ... brackets

Claims (4)

In a railway vehicle bogie comprising an axle box body that supports a wheel shaft, and a carriage frame that is supported on the axle box body via an axle spring,
A first link fixed to the shaft box in a rotatable state around a vertical axis;
A second link fixed to the carriage frame so as to be rotatable around a vertical axis;
It is arranged in the left-right direction of the bogie frame, and is coupled with one end portion being rotatable about a vertical axis on the first link, and the other end portion being rotatable about a vertical axis on the second link. A connecting rod coupled in a state,
Forming a closed link mechanism with the first link, the second link and the connecting rod;
Disposing a damping element in the front-rear direction between the first link and the axle box,
A railcar bogie characterized by The carriage for a railway vehicle according to claim 2,
Disposing another damping element in the front-rear direction between the second link and the carriage frame;
A railcar bogie characterized by In a railway vehicle bogie comprising an axle box body that supports a wheel shaft, and a carriage frame that is supported on the axle box body via an axle spring,
A first link fixed to the shaft box in a rotatable state around a vertical axis;
A second link fixed to the carriage frame so as to be rotatable around a vertical axis;
It is arranged in the front-rear direction on the bogie frame, and is coupled with one end portion being rotatable about a vertical axis on the first link, and the other end portion being rotatable about a vertical axis on the second link. A connecting rod coupled in a state,
Forming a closed link mechanism with the first link, the second link and the connecting rod;
Arranging a damping element in the left-right direction between the first link and the axle box,
A railcar bogie characterized by The railway vehicle carriage according to claim 3,
Arranging another damping element in the left-right direction between the second link and the carriage frame,
A railcar bogie characterized by

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