JP2010120513A - Ac feeder device for electric railway - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an AC feeder device in which switching sections and non-voltage sections can be reduced as much as possible, the voltage drop and the transmission loss can also be reduced, and communication between substations is not used. <P>SOLUTION: The AC feeder device for electric railway includes a plurality of power converters. An inverter control device 52 constituted in each power converter includes a computing element 83 for computing the first output current target value when supplying the power to the feed system in the right direction with the measured value of the current to be supplied to the feed system in the right direction and the measured voltage of the connection bus bar being the input, a second computing element 82 for computing a plurality of second output current target values when supplying the power to a feed system in the direction opposite to the right direction, a signal selector 84 which selects one of the plurality of second output current target values, and provides it as a third output current target value, and a synthesizing means for providing the output current target value in which the first output current target value and the third output current target value are synthesized. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a configuration of an AC power feeder for electric railway and a control method thereof.

  In general, in the AC feeding system, as shown in FIG. 6, a three-phase two-phase transformer 9 such as a Scott transformer converts the three-phase AC power into two-phase AC power having a phase difference of 90 ° and feeds the train. is doing. In the figure, 1a and 1b are power systems, and 6a to 6d are trolley wires. Since each trolley wire has a different phase, these two-phase power sources cannot be connected within a substation or between substations, resulting in a no-voltage section. In order to avoid damage to the electric system in the train due to a sudden change in the power phase across the no-voltage section, it travels inertially in the no-voltage section, but in the Shinkansen, no voltage is used to realize high-speed running and overcrowded operation As a countermeasure for eliminating the section, a switching section 10 is provided between the different phase power sources.

  The switching section 10 includes a middle section 21 and a vacuum switch 22 separated by two air sections. By detecting the position of the train, the power feeding to the middle section 21 is switched from the front of the traveling direction to the destination of the traveling direction. The train can pass in a power running state with only a short no-voltage time (see Non-Patent Document 1).

On the other hand, in order to reduce the number of switching sections, the three-phase AC power is once converted to DC power by the AC / DC converter, and then converted again from DC power to single-phase AC power to supply power to the feeder circuit. A system to do it has been proposed. Since this system can control the voltage and current by the AC / DC converter, it can supply the electric power required by the train load. Further, even if the three-phase AC power supply side is a power supply having a different phase, it can be operated in accordance with the power supply phase of the feeder circuit, so that a switching section becomes unnecessary (see Patent Documents 1 and 2).
Latest Electric Railway Engineering (pp. 177-178) JP 2000-71820 (AC feeding system) Japanese Patent Application No. 2007-147106 (AC feeder for electric railway)

  Since vacuum switches repeat opening and closing each time a train passes, maintenance and renewal are indispensable, and it is necessary to provide a spare circuit in case of failure. There is a problem of need.

  Further, Patent Document 1 that proposes an AC feeding system for solving this problem does not show a specific control method of the AC / DC converter, and Patent Document 2 shows the basics from the viewpoint of the AC / DC converter. In particular, a control method for supplying electric power to a train load on a one-way route is shown. In order to supply power in both directions, a communication facility for communicating information between adjacent substations is required.

  The method shown in Patent Document 2 eliminates the switching section and can supply power to the train load. However, since it is basically one-way power supply, the feeder section is long distance and the train When the load is far from the AC / DC converter, the voltage drop increases and the transmission loss also increases.

  The present invention has been made in order to solve the above-described problems, and an AC feeding device that can reduce the switching section and the no-voltage section as much as possible, reduce voltage drop and transmission loss, and does not use communication between substations. The purpose is to provide.

  To achieve the above object, an AC power feeder for an electric railway according to an embodiment of the present invention includes a first converter that converts three-phase AC power of a commercial system into DC power, a first converter controller, In the electric railway AC feeder comprising a plurality of power converters each combining a second converter for converting DC power into single-phase AC power and a second converter controller, the second converter controller Calculates the first output current target value when power is supplied to the one-side feeder system, using the measured current value of the current supplied to the one-side feeder system and the measured connection bus voltage as inputs. First calculating means, second calculating means for calculating a plurality of second output current target values when power is supplied to a feeding system in a direction opposite to the one-side direction, and the plurality of second output current target values One of And-option includes a selection means for providing a third output current target value, a synthesizing means for providing a first output current target value and the synthesized output current target value of the third output current target value.

  There is provided an AC feeder that can reduce the switching section and the no-voltage section as much as possible, reduce voltage drop and transmission loss, and does not use communication between substations.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a diagram showing an overall circuit configuration of an embodiment of an electric railway power supply system according to the present invention. This embodiment comprises a converter transformer 2, a converter 3, an inverter 4 and a DC capacitor 5, and a plurality of power converters 7a, 7b for converting three-phase power supplied from the power system 1 into single-phase power; In addition, power is supplied to the trolley wire 6 from different power systems 1a, 1b, and 1s by feeding transformers 9s such as Scott transformers. In addition, although the number of the power converters 7 was two for convenience of explanation, this is not limited and the number is changed as necessary.

  Converter 3 is controlled by converter control device 53. That is, the converter control device 53 includes a current detector 105 installed between the power system 1 and the power conversion device 7, a voltage detector 106 installed in the power system 1, and a DC circuit between the converter 3 and the inverter 4. Based on the signal from the installed DC voltage detector 107, the converter 3 is controlled so that the DC voltage of the DC capacitor 5 becomes constant.

  On the other hand, the inverter 4 is controlled by the inverter control device 52. In other words, the inverter control device 52 is on a line connecting the current value of the current detector 101 installed between the power converter 7 and the single-phase power bus 11 and the single-phase power bus 11 and the trolley wire 6. The current value of the installed current detectors 103, 113, 108, 118, the voltage value of the voltage detector 104 installed on the single-phase feeder bus 11, and the autotransformer closest to the power converter 7 (auto The inverter 4 is controlled based on the current values of the current detectors 109 and 110 installed in the transformer (abbreviated as AT) 12 and 13. The inverter 4 is controlled by the inverter control device 52 so that the combined value of the current values of the current detectors and the currents IA and IB of the inverter 4 are equal.

  The configuration of FIG. 1 shows a system in which a power supply method using a conventional feeder transformer 9 is provided, but only a power conversion device without a conventional power supply method using a feeder transformer 9 is shown. Is also mentioned as an embodiment. In that case, one of the plurality of inverters serves as a power supply reference for the feeder circuit, and is controlled so as to output a voltage having a predetermined frequency and magnitude.

  Next, an AT type feeding system applied to the system of FIG. 1 will be described.

  FIG. 2 is a diagram showing details of the configuration of the AT system feeding system, and shows a configuration in the vicinity of the power converter 7a as an example. One AC output terminal 201 of the power converter 7 a is connected to the upstream trolley wires (T) 6 a and 6 b and the downstream trolley wires 8 a and 8 b via the bus 11. The other AC output terminal 202 of the power conversion device 7a is connected to upstream feeder lines (F) 14a and 14b and downstream feeder lines 15a and 15b.

  AT12 is connected to the trolley line, the rail, and the feeder line every predetermined distance. The arrangement interval of the AT 12 is, for example, about 10 km. Between adjacent ATs, there is an impedance Z of the trolley wire, rail, and feeder wire. The left and right sides of the upstream and downstream trolley lines, rails, and feeder lines are insulated as indicated by the insulating portion 203.

  Next, the current flowing through the AT type feeding system will be described.

  FIG. 3 is a diagram showing a distribution of current flowing through the trolley line, rail, and feeder line of the AT system feeding in the section Sa in FIG. Feeding points A and B in FIG. 3 correspond to feeding points A and B of the three-phase commercial power supply in FIG. In this example, the train 16 is running in the center of the ATs 12a and AT12c (the AT closest to the power converter 7a and the second closest AT) on the upstream line.

  Assuming that the feeding power supply voltage is 2 V, the voltage V is applied between the rail and trolley lines and between the rail and feeder lines. The rail current is sucked up by the AT 12a and AT 12b to the trolley line side and the feeder line side, respectively. At this time, an annular current flows through the train, rail AT, and trolley line. If the load current flowing through the train 16 is IL, the apparent power S of the train is as follows.

S = V · IL
The apparent power S of the feeding circuit input terminals A and B can be expressed as follows.

S = 2V · IL / 2 = V · IL
Any current flowing between the ATs is less than or equal to the train load current IL. Therefore, in the case of such AT type feeding, the voltage drop in the power transmission path from the feeding points A and B to the train 16 can be suppressed to a small value. As a result, the number of substations can be reduced. Furthermore, in the case of such AT type feeders, the feeder line is arranged near the trolley line, and the direction of the trolley line current and the feeder line current are opposite to each other. The influence of the phenomenon on the communication line can be reduced.

  Here, the current IuatA flowing through the AT 12a (the left AT closest to the power converter 7a) is IL / 4. The current IuatA (current detected by the current detector 109a) increases as the train 16 approaches the AT 12a. That is, between AT12a and AT12b, the distance between AT12a and train 16 can be estimated from the magnitude of current IuatA. In one embodiment of the present invention, as will be described later, a part of the current supplied from the power converter 7a to the left route section is determined based on the magnitude of the current flowing through the AT 12a and AT 12b.

  Next, the configuration of converter control device 53 will be described. The configuration of the converter control device 53a is shown in FIG. The converter control devices 53a and 53b have the same configuration and operation.

  The converter control device 53a includes a phase detection circuit 64-2 that receives the detection signal of the voltage detector 106a, and a three-phase / two-phase input that receives the detection signal of the current detector 105a and the output of the phase detection circuit 64-2. The converter 70, the constant voltage controller 63-2 that receives the detection signal of the DC voltage detector 107a and the DC voltage set value Edref, the reactive current command value Icqref, the output of the constant voltage controller 63-2, and the three-phase / A constant current controller 68-2 that receives the output of the two-phase converter 70, and a gate signal generator 69-2 that receives the output of the constant current controller 68-2 and the output of the phase detection circuit 64-2. Consists of

  The phase detection circuit 64-2 detects the phase angle θac of the voltage of the power system 1a detected by the voltage detector 106a. The three-phase / two-phase converter 70 generates an effective component Icd and an ineffective component Icq of the converter current detected by the current detector 105a with the phase angle θac as a reference. The constant voltage controller 63-2 generates an effective current command value Icdref corresponding to the difference between the DC voltage detected by the DC voltage detector 107a and the DC voltage command value Edref. The constant current controller 68-2 has an output voltage command value Vc of the converter voltage and a phase difference command so that the active current command value Icdref and the active current component Icd are equal, and the reactive current command value Icqref and the reactive current component Icq are equal. A value θc is generated. The gate signal generator 69-2 generates a gate signal for the converter 2a so that a converter voltage having a phase difference of the phase difference command value θc with respect to the magnitude of the output voltage command value Vc and the phase angle θac is generated.

  Here, the operation of the converter control device 53 will be briefly described.

  When the DC voltage detected by the DC voltage detector 107a falls below the DC voltage command value Edref, the effective current command value Icdref becomes negative, and the phase difference command value θc also becomes negative accordingly. Since the converter output voltage has a delayed phase difference with respect to the voltage of the power system 1a, an effective current flows from the power system 1a to the DC circuit via the converter 3a, the DC capacitor 5a is charged, and the DC voltage rises. Conversely, when the DC voltage detected by the DC voltage detector 107a rises above the DC voltage command value Edref, the effective current command value Icdref becomes positive, and the phase difference command value θc also becomes positive accordingly. Since the converter output voltage advances and becomes a phase with respect to the voltage of the power system 1a, an effective current flows from the DC circuit to the power system 1a via the converter 3a, the DC capacitor 5a is discharged, and the DC voltage decreases. With the above operation, the DC voltage is kept constant.

  Next, the configuration and operation of the inverter control device will be described.

  The configuration of the inverter control device 52a is shown in FIG. FIG. 5 shows an inverter control device of the power conversion device 7a as an example, but the configuration and operation of the inverter control device of the power conversion device 7b are the same. The inverter control device 52a includes an effective component detectors 61-1 to 61-7, an ineffective component detector 62, a constant voltage controller 63-1, a phase detection circuit 64-1, and a signal calculator (A) 81. (C) 83, a signal selector 84, a change rate limiter 67, a constant current controller 68-1, and a gate signal generator 69-1.

  The phase detection circuit 64-1 detects the phase angle θia of the feeder voltage obtained by the voltage detector 104a. The effective component detector 61-1 detects the effective component Id 109a of the current flowing through the AT 12a in the upstream left line section obtained by the current detector 109a with reference to the phase angle θia.

  Similarly, using the phase angle θia as a reference, the effective component detector 61-2 detects the effective component Id110a of the current flowing through the AT 13a in the downward left line section obtained by the current detector 110a, and the effective component detector 61-3 detects the current. The effective component Id103a of the current flowing in the trolley line in the up-left line section obtained by the detector 103a is used, and the effective component detector 61-4 is the effective component of the current flowing in the trolley line in the down-left line section obtained by the current detector 113a. The effective part detector 61-5 obtains the effective part detector Id 108a, the effective part detector 61-5 obtains the effective part Id 108a of the current flowing in the trolley line of the up-right line section obtained by the current detector 108a, and the effective part detector 61-6 obtains the current detector 118a. The effective amount Id 118a of the current flowing through the trolley line in the right-side down route section is detected.

  On the other hand, the effective component detector 61-7 detects the effective component Iid of the inverter current obtained by the current detector 101a, and the ineffective component detector 62 detects the ineffective component Iiq of the inverter current.

  The signal calculator (A) 81 receives the effective currents Id109a and Id110a of the currents of the ATs 12a and 12b as inputs, and performs the following calculation.

When | Id109a | ≧ IdrevA or | Id110a | ≧ IdrevA,
Idrat = (Id109a + Id110a) × 2 (Formula 1)
When | Id109a | <IdrevA and | Id110a | <IdrevA,
Idrat = 0 (Formula 2)
Here, IdrevA is an effective level value of the detection current for detecting the train, and is a value set in advance from the detection accuracy of the current detectors 109a and 110a. That is, IdrevA is a reference value for determining whether or not a train is present between AT 12a and AT 12c or between AT 13a and AT 13c. As IdrevA is set to a larger value, a train is detected at a position closer to the AT 12a or AT 13a.

  The signal calculator (B) 82 receives the effective currents Id103a and Id113a of the current flowing through the trolley lines of the left ascending route and the descending left route as inputs, and performs the following calculation.

| Id103a + Id113a | ≧ IdrevB1, and
(| Id103a | ≧ IdrevB2 or | Id113a | ≧ IdrevB2)
Idr2 = Id103a + Id113a (Formula 3)
When | Id103a + Id113a | <IdrevB1 and | Id103a | ≧ IdrevB2,
Idr2 = Id103a (Formula 4)
When | Id103a + Id113a | <IdrevB1 and | Id113a | ≧ IdrevB2,
Idr2 = Id113a (Formula 5)
When | Id103a | <IdrevB2 and | Id113a | <IdrevB2,
Idr2 = 0 (Formula 6)
Here, IdrevB1 and IdrevB2 are effective level values of the detection current for detecting the train, IdrevB1 is a value set in advance from the detection accuracy of the current detectors 103a and 113a, and IdrevB2 is calculated in advance from the rated load power of the train. The value to be set.

  That is, the signal arithmetic unit (B) 82 adds the current Id103a and the current Id113a when, for example, it is determined that a train is present on both the left and right ascending routes as in (Equation 3). The value is calculated as the current Idr2.

  When the signal calculator (B) 82 determines that a train is on one of the left ascending route and the descending left route, for example, as in (Expression 4) and (Expression 5), the current Id 103a or The current Id113a is determined as the current Idr2.

  Also, the signal calculator (B) 82 determines the current Idr2 to be 0 when it is determined that there is no train on both the left and right ascending routes as in (Equation 6), for example.

  Similarly to the signal calculator (B) 82, the signal calculator (C) 83 inputs the effective currents Id108a and Id118a of the current flowing through the trolley lines in the up-right and right-side road sections and performs the following calculation. .

| Id108a + Id118a | ≧ IdrevC1, and
(| Id108a | ≧ IdrevC2 or | Id118a | ≧ IdrevC2)
Idr1 = Id108a + Id118a (Formula 7)
When | Id108a + Id118a | <IdrevC1 and | Id108a | ≧ IdrevC2,
Idr1 = Id108a (Formula 8)
When | Id108a + Id118a | <IdrevC1 and | Id113a | ≧ IdrevC2,
Idr1 = Id118a (Formula 9)
When | Id108a | <IdrevC2 and | Id118a | <IdrevC2,
Idr1 = 0 (Formula 10)
Here, IdrevC1 and IdrevC2 are effective level values of the detection current for detecting the train, IdrevC1 is a value set in advance from the detection accuracy of the current detectors 108a and 118a, and IdrevC2 is calculated in advance from the rated load power of the train. The value to be set.

  That is, the signal arithmetic unit (C) 83 adds the current Id 108a and the current Id 118a when, for example, it is determined that a train is present in both the ascending right route area and the descending right route area as in (Equation 7). The value is calculated as the current Idr1.

  When the signal arithmetic unit (C) 83 determines that a train is present in one of the ascending right route section and the descending right route section as in (Expression 8) and (Expression 9), the current Id 108a or The current Id118a is determined as the current Idr1.

  Further, the signal calculator (B) 82 determines the current Idr1 to be 0 when it is determined that the train is not present in both the ascending right route area and the descending right route area as in (Equation 10), for example.

  Next, the signal selector 84 receives the output Idrat of the signal calculator (A) 81 and the output Idr2 of the signal calculator (B) 82, and selects a signal to be output under the following conditions.

When Id2 ≠ 0, Idr3 = Idr2 (Formula 11)
When Id2 = 0, Idr3 = Idrat (Formula 12)
The signal adder 65 adds the output Idr1 of the signal calculator (C) 83 and the output Idr3 of the signal selector 84 as follows.

Idr = Idr1 + Idr3 (Formula 13)
The rate-of-change limiter 67 adjusts the rate of change of the current effective amount Idr to be within a certain range and outputs it as an effective current command value Iidref.

  The constant voltage controller 63-1 outputs a reactive current command value Iiqref obtained by the voltage detector 104a for equalizing the feeder voltage and the voltage set value Vref. The constant current controller 68-1 includes an output voltage command value Vi and a phase difference command value for making the active current command value Iidref and the inverter current effective portion Iid, and the reactive current command value Iiqref and the inverter current invalid portion Iiq equal. θi is output. The gate signal generator 69-1 generates a gate signal so that the inverter output voltage becomes a sine wave obtained by Vi * sin θi.

  The active current command value Iidref is limited so as not to exceed the rated output active power of the inverter, and the reactive current command value Iiqref does not exceed the rated capacity of the inverter 4a based on the determined active current command value Iidref. To be limited.

  Here, the operation of the constant current controller 68-1 will be described.

  Since the constant current controller 68-1 operates so that the phase difference command value θi is larger when the active current Iid is smaller than the active current command value Iidref, the phase difference of the inverter output voltage with respect to the feeder voltage is smaller. Increases the effective current. Conversely, when the effective current Iid is larger than the effective current command value Iidref, the phase difference command value θi operates so that the phase difference of the inverter output voltage becomes smaller than the trolley line voltage, and the effective current decreases. To do. Therefore, the effective current Iid is controlled to be equal to the effective current command value Iidref.

  Further, the effective current command value Iidref is based on the current effective amount Idr1 so as to give the highest priority to the supply of the power conversion device 7a to the right-side train load in FIG. 1 to the left-side train load of the power conversion device 7a. Therefore, not only the train load in one direction (right direction in FIG. 1) but also the supply to the train load in both directions, although it is within the rated capacity range of the inverter 4a. Is possible.

  At the same time, when the reactive current Iiq is smaller than the reactive current command value Iiqref, the inverter operates so that the output voltage command value Vi becomes larger. Therefore, the inverter output voltage becomes larger than the feeder voltage, and the reactive current is reduced. To increase. On the contrary, when the reactive current Iiq is larger than the reactive current command value Iiqref, the operation is performed so that the output voltage command value Vi becomes smaller. Therefore, the inverter output voltage becomes smaller than the feeder voltage, and the reactive current decreases. Therefore, the reactive current Iiq is controlled to be equal to the reactive current command value Iiqref. On the other hand, the reactive current command value Iiqref generated by the constant voltage controller 63-1 operates so as to increase when the feeder bus voltage is lower than the voltage setting value Vref. The bus voltage rises. On the contrary, since the operation is performed so that the feeder bus voltage is higher than the voltage setting value Vref, the reactive current Iiq is reduced and the feeder bus voltage is lowered. Therefore, it is controlled to be equal to the voltage set value Vref.

  As described above, according to the present embodiment, even if the phases of the three-phase power supply sides (1a, 1b, 1s) are different, single-phase power corresponding to the train load can be supplied to the single-phase feeder bus. Therefore, it is possible to provide an AC feeder circuit that eliminates the switching section. In addition, according to the distance of the train load in both directions of the substation, the supply amount of single-phase power is adjusted autonomously without using communication between substations. And cost can be reduced.

  The above description is an embodiment of the present invention, and does not limit the apparatus and method of the present invention, and various modifications can be easily implemented.

BRIEF DESCRIPTION OF THE DRAWINGS The whole block diagram of one Example of the electric power supply system for electric railways by this invention. The figure which shows the detail of a structure of AT system feeding system. The figure which shows distribution of the electric current which flows into the AT system feeder circuit in the area Sa of FIG. The block diagram of a converter control apparatus. The block diagram of the inverter control apparatus in Example 1. FIG. The block diagram of the conventional alternating current feeder circuit.

Explanation of symbols

1a, 1b, 1s ... power system, 2a, 2b ... three-phase transformer, 3a, 3b ... converter, 4a, 4b ... inverter, 5a, 5b ... DC capacitor, 6a, 6b, 6c ... upstream trolley wire, 7a , 7b ... Power converter, 8a, 8b, 8c ... Downward trolley wire, 9s, 9 ... Three-phase two-phase transformer, 10 ... Switching section, 21 ... Middle section, 22 ... Vacuum switch, 11a, 11b ... Feeder circuit side converter connection bus, 12a, 12b, 13a, 13b ... Single-turn transformer, 51a, 51b, 51s, 51e ... Switch (switch), 52a, 52b ... Inverter controller, 53a, 53b ... Converter control Apparatus, 101a, 101b, 105a, 105b ... current detector, 103a, 113a, 103b, 113b ... current detector, 108a, 118a, 108b, 118b Current detector 109a, 110a, 109b, 110b ... current detector, 104a, 104b, 106a, 106b ... voltage detector, 61-1 to 61-7 ... current effective component detector, 62 ... current invalid component detector, 63-1, 63-2 ... constant voltage controller, 64-1, 64-2 ... phase detection circuit, 65 ... signal adder, 67 ... change rate limiters 68-1, 68-2 ... constant current controller, 69-1, 69-2 ... Gate signal generator 70 ... Three-phase / two-phase converter, 81 ... Signal computing unit (A), 82 ... Signal computing unit (B), 83 ... Signal computing unit (C), 84 ... Signal selector.

Claims (5)

A first converter that converts commercial system three-phase AC power into DC power, a first converter control device, a second converter that converts the DC power into single-phase AC power, and a second converter control device, In electric railway AC feeders composed of a plurality of power converters combined with each other,
The second converter control device includes:
First, a first output current target value for calculating the first output current when power is supplied to the one-side feeder system is input using the measured current value of the current supplied to the one-side feeder system and the measured connection bus voltage. One computing means;
A second calculating means for calculating a plurality of second output current target values when power is supplied to a feeding system in a direction opposite to the one-side direction;
Selecting means for selecting one of the plurality of second output current target values and providing it as a third output current target value;
Combining means for providing an output current target value obtained by combining the first output current target value and the third output current target value;
An AC power feeder for electric railways, comprising:   2. The AC rail for an electric railway according to claim 1, wherein a current value of an autotransformer installed in an AC feeder circuit is used as a current measurement value for calculating the second output current target value. Electrical equipment.   The current value flowing from the connecting bus of the second converter to the trolley of the feeding system in the opposite direction is used as a current measurement value for determining the second output current target value. The AC power feeder for electric railways as described.   As a current measurement value for determining the second output current target value, a current value flowing from the connecting bus of the second converter to the trolley wire of the feeding system in the opposite direction, and a single value installed in the AC feeding circuit 2. The AC power feeder for electric railway according to claim 1, wherein a current value of a winding transformer is used.   The selection means prioritizes the second output current target value determined using the current value flowing through the trolley wire over the second output current target value determined using the current value of the autotransformer. The AC power feeder for electric railway according to claim 4, wherein the power feeder is selected.

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