JP2008302767A - Vehicle deceleration control device in understeer condition - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent deterioration of driveability when a vehicle is decelerated in the understeer condition of the vehicle. <P>SOLUTION: A target yaw rate setting means 33 sets a target yaw rate to a value between a steering reference yaw rate and the actual yaw rate based on a rate of change in a deviation between the actual yaw rate detected by a yaw rate sensor 29 and the steering reference yaw rate calculated by a steering reference yaw rate calculating means 28 based on vehicle speed detected by a vehicle speed detection means 26 and a steering angle detected by a steering angle sensor 27. A target vehicle speed calculating means 35 secures a target vehicle speed by dividing lateral acceleration detected by a lateral acceleration sensor 34 by the target yaw rate. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle deceleration control device in an understeer state that includes an understeer detection unit that detects an understeer state of a vehicle and a deceleration control unit that decelerates the vehicle when the understeer state is detected by the understeer detection unit.

The limit speed V of a vehicle that can be turned on a certain road surface is generally obtained by (V = a _y / γ), where γ is the yaw rate of the vehicle and a _y is the lateral acceleration of the vehicle. , and the on the basis of this relationship, the steering angle and the driver request yaw rate determined from the vehicle speed gamma _dr, when the vehicle speed is V _T which can realize the driver request yaw rate, with _{(V T = a y / γ} dr) There is already known in Patent Document 1 that the vehicle is decelerated and controlled so that the vehicle body speed V _T becomes equal to that in the understeer state to ensure the stability of the vehicle.
JP-T-2004-533957

However, the above (V _T = a _y / γ _dr ) is established on the assumption that the side slip angle of the vehicle is small, and the vehicle turns at a relatively large side slip angle (that is, the driver requested yaw rate is large) on a snowy road surface or the like. Under such circumstances, V _T becomes too small, and if the vehicle is decelerated and controlled with V _T as the target vehicle body speed, the vehicle is decelerated more than required by the driver, and drivability is impaired.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a deceleration control device in an understeer state in which drivability is not impaired during deceleration control in an understeer state.

  In order to achieve the above object, an invention according to claim 1 includes an understeer state detecting unit that detects an understeer state of a vehicle, and a deceleration control unit that decelerates the vehicle when the understeer state is detected by the understeer detecting unit. Vehicle speed control means for detecting vehicle speed, a steering angle sensor for detecting a steering angle, a lateral acceleration sensor for detecting lateral acceleration of the vehicle, and a yaw rate sensor for detecting the actual yaw rate of the vehicle A steering angle reference yaw rate calculation means for calculating a steering angle reference yaw rate based on the vehicle body speed detected by the vehicle body speed detection means and the steering angle detected by the steering angle sensor, and the steering angle reference yaw rate calculation means The calculated steering angle reference yaw rate and the actual yaw rate detected by the yaw rate sensor The yaw rate deviation calculating means for calculating the deviation of the yaw rate deviation, the yaw rate deviation changing speed calculating means for calculating the change rate of the yaw rate deviation calculated by the yaw rate deviation calculating means, and the yaw rate deviation change calculated by the yaw rate deviation changing speed calculating means Target yaw rate setting means for setting a target yaw rate to a value between the rudder angle reference yaw rate calculated by the rudder angle reference yaw rate calculating means and the actual yaw rate detected by the yaw rate sensor based on the speed, and detected by the lateral acceleration sensor Target vehicle speed calculating means for calculating a target vehicle speed by dividing the lateral acceleration by the target yaw rate set by the target yaw rate setting means, and the deceleration control means is a target calculated by the target vehicle speed calculating means. The vehicle is decelerated so that the vehicle body speed is reached.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, the target yaw rate setting means has the rudder as the yaw rate deviation change speed calculated by the yaw rate deviation change speed calculation means increases. The target yaw rate is brought close to the rudder angle reference yaw rate calculated by the angle reference yaw rate calculating means.

  According to a third aspect of the present invention, in addition to the configuration of the first aspect of the invention, the target yaw rate setting means is configured such that the yaw rate deviation change speed calculated by the yaw rate deviation change speed calculation means is near "0". The internal ratio of the target yaw rate between the rudder angle reference yaw rate calculated by the rudder angle reference yaw rate calculating means and the actual yaw rate detected by the yaw rate sensor is kept constant.

  Furthermore, in addition to the configuration of the invention described in claim 1, the target yaw rate setting means is characterized in that the yaw rate deviation changing speed calculated by the yaw rate deviation changing speed calculating means decreases as the yaw rate deviation changing speed decreases. The target yaw rate is brought close to an actual yaw rate detected by a sensor.

  According to the first aspect of the present invention, the steering angle reference yaw rate calculated by the steering angle reference yaw rate calculation means based on the vehicle body speed detected by the vehicle body speed detection means and the steering angle detected by the steering angle sensor is a driver request. The target yaw rate is obtained by dividing the lateral acceleration by the target yaw rate set to a value between the steering angle reference yaw rate and the actual yaw rate based on the change rate of deviation between the actual yaw rate and the steering angle reference yaw rate detected by the yaw rate sensor. Since the vehicle body speed is obtained, good drivability can be obtained by performing control without excessive deceleration while reflecting the driver's intention while ensuring the stability of the vehicle.

  According to the second aspect of the present invention, when the yaw rate deviation changing speed is increasing, that is, when the driver intends to turn more, the target yaw rate is made closer to the rudder angle reference yaw rate. Can be reduced to increase the amount of turning of the vehicle, and better drivability can be secured.

  According to the third aspect of the present invention, when the yaw rate deviation changing speed is near “0”, that is, when the driver intends to turn as it is, the target yaw rate between the steering angle reference yaw rate and the actual yaw rate. By maintaining a constant internal ratio, the current turning state can be maintained and better drivability can be ensured.

  According to the fourth aspect of the present invention, when the yaw rate deviation change rate decreases, that is, when the driver intends to reduce the turning amount, the target yaw rate is brought closer to the actual yaw rate detected by the yaw rate sensor. Thus, the target vehicle speed can be increased to reduce the turning amount of the vehicle, and better drivability can be ensured.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

  1 to 3 show one embodiment of the present invention, FIG. 1 is a hydraulic system diagram showing the configuration of a vehicle brake hydraulic pressure control device, and FIG. 2 is a block diagram showing a partial configuration of a controller. FIG. 3 is a diagram showing a setting map for the change amount of the driver dependency.

  First, in FIG. 1, a brake operating force generated by a passenger's brake operation is input from the brake pedal 1 to a master cylinder M that outputs a hydraulic pressure corresponding to the brake operation. The master cylinder M is configured in a tandem type, and includes a first output port 3 corresponding to a left front wheel brake BA and a right rear wheel brake BB, and a right front wheel brake (not shown). And a second output port 4 corresponding to a left rear wheel brake (not shown). The first and second output ports 3 and 4 are connected to the wheel brakes BA, BB,. Connected to. Thus, the left front wheel brake BA, the right rear wheel brake BB, the right front wheel brake, and the left rear wheel brake are disc brakes that operate according to the action of hydraulic pressure.

  The part on the first output port 3 side of the brake actuator 5 and the part on the second output port 4 side have the same configuration. Hereinafter, only the part on the first output port 3 side of the brake actuator 5 will be described. A description of the portion of the brake actuator 5 on the second output port 4 side will be omitted.

  The brake actuator 5 includes a hydraulic pressure path 6 common to the left front wheel brake BA and the right rear wheel brake BB, and a regulator valve 7 interposed between the hydraulic pressure path 6 and the first output port 3. A one-way valve 8 connected in parallel to the regulator valve 7 to allow the brake fluid to flow to the hydraulic pressure path 6 side, and an inlet interposed between the hydraulic pressure path 6 and the left front wheel brake BA. A valve 9, an inlet valve 10 interposed between the hydraulic pressure path 6 and the right rear wheel brake BB, and the inlet valves 9, 10 allowing the brake fluid to flow to the hydraulic pressure path 6 side. Between the one-way valves 11 and 12 connected in parallel to each other, a single reservoir 13 common to the left front wheel brake BA and the right rear wheel brake BB, and between the left front wheel brake BA and the reservoir 13. An interposed outlet valve 14; An outlet valve 15 interposed between the rear wheel brake BB and the reservoir 13, a pump 18 whose suction side is connected to the reservoir 13 via a one-way valve 16, and a discharge side of the pump 18 A damper 19, an orifice 20 provided between the damper 19 and the hydraulic pressure path 6, and a suction valve 21 provided between the suction side of the pump 18 and the one-way valve 16 and between the first output port 3. . The pump 18 is driven by an electric motor 17 that is common to a portion on the first output port 3 side and a portion on the second output port 4 side of the brake actuator 5.

  The regulator valve 7 and the inlet valves 9 and 10 are normally open linear solenoid valves, the outlet valves 14 and 15 are normally closed linear solenoid valves, and the suction valve 21 is a normally closed solenoid valve. is there. A master cylinder output hydraulic pressure detecting means 22 for detecting the output hydraulic pressure of the master cylinder M is connected between the first output port 3 and the regulator valve 7, and the inlet valves 9, 10 and the left front wheel wheel brake BA are connected. The brake fluid pressure detecting means 23 and 24 for detecting the brake fluid pressure acting on the left front wheel brake BA and the right rear wheel brake BB are respectively connected between the right rear wheel brake BB and the right rear wheel brake BB. .

  In such a brake actuator 5, by operating the electric motor 17 with the suction valve 21 excited and opened, the pump 18 sucks and pressurizes the brake fluid from the master cylinder M side to the regulator valve 7. And it discharges to the hydraulic path 6 between the inlet valves 9 and 10. At this time, by controlling the operation of the regulator valve 7, the hydraulic pressure in the hydraulic pressure path 6 can be adjusted.

  That is, the pump 18 and the regulator valve 7 apply the hydraulic pressure adjusted to the hydraulic pressure path 6 during non-braking operation, and the hydraulic pressure is controlled by the inlet valves 9 and 10 and the outlet valves 14 and 15. Thus, the brake fluid pressure can be applied to the left front wheel brake BA and the right rear wheel brake BB, whereby the vehicle deceleration control in the understeer state can be performed.

  Further, at the time of service brake, the operation of the electric motor 17 is stopped, the regulator valve 7 is opened, and the suction valve 21 is closed, so that the anti-lock brake that prevents the left front wheel from being locked during the service brake is avoided. In the decompression mode in which the brake pressure of the left front wheel brake BA is reduced at the time of control, the inlet valve 9 is closed and the outlet valve 14 is opened to establish a connection between the hydraulic pressure path 6 and the left front wheel brake BA. In the holding mode in which the front left wheel brake BA and the reservoir 13 are connected and the brake pressure of the left front wheel brake BA is maintained, the inlet valve 9 and the outlet valve 14 are closed together in the holding mode. The hydraulic pressure path 6 and the reservoir 13 are disconnected from the left front wheel brake BA, and the left front wheel brake BA blurs. In the pressure increasing mode in which the pressure is increased, the inlet valve 9 is opened and the outlet valve 14 is closed to connect the hydraulic pressure path 6 and the left front wheel wheel brake BA, and the left front wheel brake. The BA and the reservoir 13 are disconnected. In the decompression mode in which the brake pressure of the right rear wheel brake BB is reduced during anti-lock brake control that prevents the right rear wheel from being locked during the service brake, the inlet valve 10 is closed and the outlet valve is closed. 15 is opened, the hydraulic pressure path 6 and the right rear wheel wheel brake BB are shut off, and the right rear wheel wheel brake BB and the reservoir 13 are connected, so that the right rear wheel wheel brake BB is connected. In the holding mode for holding the brake pressure, both the inlet valve 10 and the outlet valve 15 are closed to cut off the hydraulic pressure path 6 and the reservoir 13 from the right rear wheel wheel brake BB, and the right rear wheel wheel brake. In the pressure increasing mode in which the brake pressure of BB is increased, the hydraulic pressure passage 6 and the wheel for the right rear wheel are opened by opening the inlet valve 10 and closing the outlet valve 15. During the right rear wheel brake BB and the reservoir 13 is cut off together with the inter-rake BB are connected.

  The regulator valve 7, the inlet valves 9 and 10, the outlet valves 14 and 15, the electric motor 17 and the suction valve 21 of the brake actuator 5 are controlled by a controller C. The controller C includes a master cylinder output hydraulic pressure. The detection values of the detection means 22 and the brake fluid pressure detection means 23 and 24 are input.

  In FIG. 2, the controller C controls the brake actuator 5 so as to decelerate the vehicle when the vehicle is in an understeer state. The controller C determines the wheel speeds of the left and right rear wheels that are driven wheels. The detected values of the wheel speed detecting means 25B and 25D for detecting the detected value, the detected value of the steering angle sensor 27 for detecting the steering angle, the detected value of the yaw rate sensor 29 for detecting the actual yaw rate of the vehicle, and the lateral value for detecting the lateral acceleration of the vehicle. The detection value of the acceleration sensor 34 is input.

  Thus, the controller C includes a vehicle body speed detection means 26 for calculating the vehicle body speed, a vehicle body speed detected by the vehicle body speed detection means 26, and a steering angle reference yaw rate based on the steering angle detected by the steering angle sensor 27. Steering angle reference yaw rate calculating means 28 for calculating the steering angle reference yaw rate calculating means 28, and yaw rate deviation calculating means 30 for calculating the deviation of the steering angle reference yaw rate calculated by the steering angle reference yaw rate calculating means 28 and the actual yaw rate detected by the yaw rate sensor 29; The understeer detecting means 31 for detecting the understeer state of the vehicle based on the yaw rate deviation calculated by the yaw rate deviation calculating means 30, and the yaw rate deviation change for calculating the changing speed of the yaw rate deviation calculated by the yaw rate deviation calculating means 30 Speed calculation means 32 and yaw rate deviation change speed calculation means 3 The target yaw rate setting for setting the target yaw rate to the value between the steering angle reference yaw rate calculated by the steering angle reference yaw rate calculation means 28 and the actual yaw rate detected by the yaw rate sensor 29 based on the yaw rate deviation change speed calculated in step Means 33; target vehicle speed calculating means 35 for calculating the target vehicle speed by dividing the lateral acceleration detected by the lateral acceleration sensor 34 by the target yaw rate set by the target yaw rate setting means 33; and the understeer detecting means 31. And a deceleration control means 36 for operating the brake actuator 5 so as to decelerate the vehicle when an understeer condition is detected.

The vehicle body speed detection means 26 calculates the vehicle body speed based on the detection values of the wheel speed detection means 25B and 25D. The rudder angle reference yaw rate 28 calculates a rudder angle reference yaw rate γ _dr that is a driver requested yaw rate based on the detected vehicle body speed and the detected steering angle. The yaw rate deviation γ _ERR is calculated by subtracting the actual yaw rate γ detected by the yaw rate sensor 29 from the reference yaw rate γ _dr . Here, for example, when γ _dr and γ ≧ 0 when the vehicle is turning right, and when γ _dr and γ <0 when the vehicle is turning left, {γ _ERR = γ _dr −γ} when γ ≧ 0. When γ <0, the yaw rate deviation calculating means 30 executes a calculation of {γ _ERR = − (γ _dr −γ)}.

The understeer detection means 31 determines that the understeer state is present when γ _ERR is equal to or greater than a predetermined value. The yaw rate deviation change speed calculating means 32 calculates the change speed Δγ _ERR of the yaw rate deviation γ _ERR obtained by the yaw rate deviation calculating means 30. The yaw rate deviation this time is γ _ERR (t), and the set time T1 only the previous yaw rate deviation is taken as _{γ ERR (t-T1),} Δγ ERR = {γ ERR (t) -γ ERR (t-T1)} / T1 calculates the change rate [Delta] [gamma] _ERR of the yaw rate deviation gamma _ERR as To do.

The target yaw rate setting means 33 sets the target yaw rate γ _T based on the yaw rate deviation change rate Δγ _ERR , the steering angle reference yaw rate γ _dr and the actual yaw rate γ, and the target yaw rate γ _T is γ _T = Kγ × γ. _The target yaw rate setting means 33 calculates as _de + (1−Kγ) × γ. In the above equation, Kγ is a driver dependency, and −1 ≦ Kγ ≦ 1. That is, the target yaw rate γ _T is set as a target yaw rate setting as a value obtained by internally dividing the steering angle reference yaw rate γ _dr calculated by the steering angle reference yaw rate calculating means 28 and the actual yaw rate γ detected by the yaw rate sensor 29. It is calculated by means 33. Moreover, the driver dependency Kγ is expressed as follows: Kγ (t), where the current driver dependency is Kγ (t), the previous value of the driver dependency Kγ is Kγ (t−T2), and the amount of change in the driver dependency is DKγ. = Kγ (t-T2) are those obtained as + DKganma, variation DKganma drivers dependence is -1 ≦ DKγ ≦ 1, depending on the yaw rate deviation change rate [Delta] [gamma] _ERR is set as shown in FIG. 3 The

Here, when the yaw rate deviation change rate Δγ _ERR is in the vicinity of “0”, as shown in FIG. 3, the change amount DKγ of the driver dependency is also “0”, and the current driver dependency Kγ (t) is the previous driver Therefore, the internal ratio of the target yaw rate γ _T between the steering angle reference yaw rate γ _dr and the actual yaw rate γ is kept constant. When the yaw rate deviation change rate Δγ _ERR increases, as shown in FIG. 3, the change amount DKγ of the driver dependency increases to the plus side, and the current driver dependency Kγ (t) is the previous driver dependency Kγ ( Therefore, the target yaw rate γ _T is close to the steering angle reference yaw rate γ _dr . Further, when the yaw rate deviation change rate Δγ _ERR decreases, as shown in FIG. 3, the change amount DKγ of the driver dependence increases to the minus side, and the current driver dependence Kγ (t) is the previous driver dependence Kγ ( Therefore, the target yaw rate γ _T is close to the actual yaw rate γ.

The target vehicle speed calculation means 35 is based on the target vehicle speed V _T setting means 33, the lateral acceleration a _y detected by the lateral acceleration sensor 34, and the target yaw rate γ _T set by the target yaw rate setting means 33. the target vehicle speed V _T, is intended for calculating as V _T = a _y / gamma _T, the target vehicle speed V _T which is obtained by dividing the lateral acceleration a _y at the target yaw rate gamma _T is the target vehicle speed calculating means 35 to the deceleration control means 36.

When the understeer state is detected by the understeer detection means 31, the deceleration control means 36 determines that the vehicle speed detected by the vehicle speed detection means 26 for calculating the vehicle speed is the target vehicle speed V _T obtained by the target vehicle speed calculation means 35. Thus, the brake actuator 5 is operated to decelerate the vehicle.

Next, the operation of this embodiment will be described. The steering angle reference calculated by the steering angle reference yaw rate calculation means 28 based on the vehicle body speed detected by the vehicle body speed detection means 26 and the steering angle detected by the steering angle sensor 27. The yaw rate γ _dr is a driver requested yaw rate, and the steering angle reference yaw rate γ _dr based on the change rate Δγ _ERR of the yaw rate deviation γ _ERR that is a deviation between the actual yaw rate γ detected by the yaw rate sensor 29 and the steering angle reference yaw rate γ _dr, and Since the target vehicle speed V _T is obtained by dividing the lateral acceleration a _y by the target yaw rate γ _T set by the target yaw rate setting means 33 as a value between the actual yaw rates γ, the vehicle stability is ensured. On the other hand, good drivability can be obtained by reflecting the will of the driver and performing control without excessive deceleration.

The target yaw rate setting unit 33, since the closer to the target yaw rate gamma _T of the steering angle based yaw rate gamma _dr as the yaw rate deviation change rate [Delta] [gamma] _ERR is increased, when the yaw rate deviation change rate [Delta] [gamma] _ERR is increased, i.e. the driver When the vehicle is intended to turn more, the target yaw rate γ _T is brought closer to the rudder angle reference yaw rate γ _dr to decrease the target vehicle body speed V _T and increase the turning amount of the vehicle. Can be secured.

The target yaw rate setting means 33 keeps the internal ratio of the target yaw rate γ _T between the steering angle reference yaw rate γ _dr and the actual yaw rate γ constant when the yaw rate deviation change rate Δγ _ERR is near “0”. When the deviation change speed Δγ _ERR is in the vicinity of “0”, that is, when the driver intends to turn as it is, the current turning state can be maintained and better drivability can be ensured.

Further target yaw rate setting unit 33, since the closer the target yaw rate gamma _T to the actual yaw rate gamma as to reduce the yaw rate deviation change rate [Delta] [gamma] _ERR, when the yaw rate deviation change rate [Delta] [gamma] _ERR is reduced, i.e. the driver to reduce the amount of turning When intended, the target yaw rate γ _T is brought close to the actual yaw rate γ to increase the target vehicle body speed V _T , thereby reducing the turning amount of the vehicle and ensuring better drivability.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

1 is a hydraulic system diagram showing a configuration of a vehicle brake hydraulic pressure control device. It is a block diagram which shows the partial structure of a controller. It is a figure which shows the setting map of the variation | change_quantity of driver dependence.

Explanation of symbols

26 ... Vehicle body speed detecting means 27 ... Steering angle sensor 28 ... Steering angle reference yaw rate calculating means 29 ... Yaw rate sensor 30 ... Yaw rate deviation calculating means 31 ... Understeer detecting means 32 ... Yaw rate deviation change speed calculation means 33 ... target yaw rate setting means 34 ... lateral acceleration sensor 35 ... target vehicle speed calculation means 36 ... deceleration control means

Claims (4)

  In a vehicle deceleration control device in an understeer state, comprising: an understeer detection unit (31) for detecting an understeer state of a vehicle; and a deceleration control unit (36) for decelerating the vehicle when the understeer state is detected by the understeer detection unit (31). The vehicle body speed detecting means (26) for detecting the vehicle body speed, the steering angle sensor (27) for detecting the steering angle, the lateral acceleration sensor (34) for detecting the lateral acceleration of the vehicle, and the actual yaw rate of the vehicle are detected. Steering angle reference yaw rate calculation for calculating the steering angle reference yaw rate based on the yaw rate sensor (29) and the vehicle body speed detected by the vehicle body speed detection means (26) and the steering angle detected by the steering angle sensor (27). Means (28), rudder angle reference yaw rate calculated by the rudder angle reference yaw rate calculating means (28) and the front The yaw rate deviation calculating means (30) for calculating the deviation of the actual yaw rate detected by the yaw rate sensor (29), and the yaw rate deviation changing speed calculation for calculating the changing speed of the yaw rate deviation calculated by the yaw rate deviation calculating means (30). Means (32), the steering angle reference yaw rate calculated by the steering angle reference yaw rate calculation means (28) based on the yaw rate deviation change speed calculated by the yaw rate deviation change speed calculation means (32), and the yaw rate sensor ( 29) The target yaw rate setting means (33) for setting the target yaw rate to the value between the actual yaw rates detected in 29), and the lateral acceleration detected by the lateral acceleration sensor (34) are set by the target yaw rate setting means (33). Target vehicle speed calculation means (35) for calculating the target vehicle speed by dividing by the target yaw rate. The deceleration control unit (36), the vehicle deceleration control system in an understeer condition, characterized in that the vehicle is decelerated so that the target vehicle speed calculating means (35) at the calculated target vehicle speed.   The target yaw rate setting means (33) has a steering angle reference calculated by the steering angle reference yaw rate calculation means (28) as the yaw rate deviation change speed calculated by the yaw rate deviation change speed calculation means (32) increases. 2. The vehicle deceleration control device in an understeer state according to claim 1, wherein the target yaw rate is brought close to a yaw rate.   The target yaw rate setting means (33) is calculated by the steering angle reference yaw rate calculation means (28) when the yaw rate deviation change speed calculated by the yaw rate deviation change speed calculation means (32) is near "0". 2. The vehicle deceleration control device in an understeer state according to claim 1, wherein an internal ratio of the target yaw rate between the steering angle reference yaw rate and the actual yaw rate detected by the yaw rate sensor (29) is kept constant. .   The target yaw rate setting means (33) sets the target yaw rate to the actual yaw rate detected by the yaw rate sensor (29) as the yaw rate deviation change speed calculated by the yaw rate deviation change speed calculation means (32) decreases. The vehicle deceleration control device in an understeer state according to claim 1, wherein the vehicle deceleration control device is close to the vehicle.

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