JP2017123045A - Vehicle control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control a self-driving vehicle stopping at an intersection to enter the intersection more safely.SOLUTION: A vehicle control apparatus includes: first determination means of determining whether a vehicle stopping at an intersection is located at a predetermined position where an occupant can confirm an intersection state; first control means of controlling the vehicle to move to the predetermined position and stop there when a determination is made that the vehicle is not located at the predetermined position; second determination means of determining whether the occupant has confirmed the intersection state after the vehicle stops at the predetermined position; and second control means of permitting the vehicle to enter the intersection when a determination is made that the occupant has confirmed the intersection state.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a technical field of a vehicle control device that controls a vehicle that can automatically travel.

  Development of vehicles that can run automatically is underway. Such a vehicle includes a detection device (for example, a camera or a rider) for detecting an object existing around the vehicle. The vehicle automatically travels while avoiding a collision with an object based on the detection result of the detection device.

  An example of a vehicle that can automatically travel is described in Patent Document 1. In Patent Document 1, it is detected that an automatically traveling vehicle is approaching an intersection, and an imaging device, which is an example of a detection device, is switched appropriately between a wide angle and a telephoto so that imaging of a road ahead of the vehicle is changed to a road situation. There is described a vehicle control device that is appropriately performed.

Japanese Patent Laid-Open No. 2-048706

  When a vehicle that is traveling automatically approaches an intersection, the vehicle usually stops temporarily to confirm the safety of the intersection (that is, to confirm whether the vehicle can safely enter the intersection). In this case, when the safety of the intersection is confirmed from the detection result of the detection device, the vehicle enters the intersection. However, considering that there are various situations at the intersection, it is considered that there is room for further safety measures when a vehicle temporarily stopped at the intersection enters the intersection.

  Examples of problems to be solved by the present invention include the above. This invention makes it a subject to provide the vehicle control apparatus which controls a vehicle so that it may approach into an intersection more safely, when the vehicle which is running automatically stops at an intersection.

  A first aspect of the vehicle control device of the present invention is a vehicle control device that controls a vehicle capable of performing automatic traveling, and when the vehicle performing the automatic traveling stops at an intersection, First determination means for determining whether or not the vehicle is stopped at a predetermined position where an occupant of the vehicle can confirm an intersection situation that is at least one of a right direction and a left direction of an intersection; and First control means for controlling the vehicle to stop again after the vehicle has moved to the predetermined position when it is determined that the vehicle has not stopped at the predetermined position; and A second determination means for determining whether or not the passenger has confirmed the intersection situation, and when it is determined that the passenger has confirmed the intersection situation, the vehicle is placed at the intersection. To enter And a second control means for variable.

  According to the first aspect of the vehicle control device of the present invention, when the vehicle is not stopped at a predetermined position where the passenger can check the intersection situation, the vehicle once moves to the predetermined position and then again. Stop. Therefore, the passenger can confirm the intersection situation more reliably. Furthermore, when it is determined that the passenger has confirmed the situation of the intersection, the vehicle is permitted to enter the intersection. For this reason, when the vehicle which is running automatically stops at the intersection, the vehicle can enter the intersection more safely.

FIG. 1 is a block diagram illustrating an example of the structure of a vehicle according to the present embodiment. FIG. 2 is a flowchart showing a flow of an intersection approach operation performed by the vehicle of the present embodiment.

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described with reference to the drawings. In addition, below, description of embodiment of the vehicle control apparatus of this invention is advanced using the vehicle 1 to which embodiment of the vehicle control apparatus of this invention was applied.

(1) Structure of vehicle 1 An example of the structure of the vehicle 1 of this embodiment will be described with reference to the block diagram of FIG. As shown in FIG. 1, the vehicle 1 includes a sensor 11, a GPS (Global Positioning System) receiving unit 12, a navigation system 13, an HMI (Human Machine Interface) 14, a driver monitor 15, and an ECU (Electronic Control Unit). 16).

  The sensor 11 is a detection device that detects an external situation of the vehicle 1. The sensor 11 is a detection device that detects at least the front and side external conditions of the vehicle 1. The sensor 11 includes a camera. The sensor 11 includes at least one of a radar and a lidar (Light Detection and Ranging). External situation information indicating the detection result of the sensor 11 is appropriately output to the ECU 16.

  The GPS receiver 12 measures the position of the vehicle 1 (hereinafter referred to as “vehicle position”) by receiving a GPS signal from a GPS satellite. The GPS receiving unit 12 outputs vehicle position information indicating the measured vehicle position to the navigation system 13 and the ECU 16.

  The navigation system 13 provides guidance to the passenger so as to reach the destination set by the passenger of the vehicle 1. The navigation system 13 includes a map DB in which map information is stored. The navigation system 13 determines the destination from the current position of the vehicle 1 (or a predetermined departure position set by the passenger) based on the vehicle position information that is the measurement result of the GPS receiver 12 and the map information stored in the map DB. A target route indicating a route on which the vehicle 1 should travel is calculated. The navigation system 13 outputs target route information indicating the target route to the ECU 16. Further, the navigation system 13 outputs map information to the ECU 16.

  The HMI 14 is an interface for inputting and outputting information between a passenger of the vehicle 1 and the vehicle 1. The HMI 14 may include, for example, a display (for example, a head-up display or a liquid crystal display) and a speaker. The HMI 14 may include, for example, an operation device (for example, an operation button or a touch panel) that can be operated by a passenger.

  The driver monitor 15 is a detection device that can detect the state of the passenger of the vehicle 1. The driver monitor 15 includes a camera that can capture the face of the passenger. Image information captured by the driver monitor 15 (that is, image information indicating a passenger's face) is appropriately output to the ECU 16. However, the driver monitor 15 may include a detection device different from the camera in addition to or in place of the camera as long as the state of the passenger can be detected.

  The ECU 16 is an electronic control unit configured to be able to control the entire operation of the vehicle 1.

  Particularly in the present embodiment, the ECU 16 performs an automatic traveling operation for automatically traveling the vehicle 1. In order to mainly execute an automatic traveling operation, the ECU 16 includes an information acquisition unit 161 and a traveling control unit 162 as logical processing blocks or physical processing circuits realized therein.

  The information acquisition unit 161 acquires external situation information (that is, the situation of objects around the vehicle 1) that is a detection result of the sensor 11. The information acquisition unit 161 acquires vehicle position information that is a measurement result of the GPS reception unit 12. The information acquisition unit 161 acquires target route information that is a calculation result of the navigation system 13. The information acquisition unit 161 acquires map information from the navigation system 13. The information acquisition unit 161 outputs the acquired external situation information, vehicle position information, target route information, and map information to the travel control unit 162.

  The travel control unit 162 generates a travel plan based on the external situation information, vehicle position information, target route information, and map information. The travel plan is control information for controlling the vehicle 1 so that the vehicle 1 travels on the target route while avoiding contact with an object. Thereafter, the travel control unit 162 controls the vehicle 1 so that the vehicle 1 automatically travels based on the generated travel plan.

  The ECU 16 executes the intersection approach operation in parallel with the above-described automatic travel operation (that is, an operation for generating a travel plan and controlling the vehicle 1 based on the travel plan). The intersection approach operation is an operation of controlling the approach of the vehicle 1 to the intersection when the vehicle 1 that is traveling automatically stops at the intersection. In order to mainly perform the intersection approach operation, the ECU 16 includes the information acquisition unit 161 and the determination unit 163 described above.

  The information acquisition unit 161 acquires image information captured by the driver monitor 15 in addition to the above-described external situation information, vehicle position information, map information, and target route information. The information acquisition unit 161 outputs the acquired external situation information, vehicle position information, map information, target route information, and image information to the determination unit 163.

  Based on the external situation information, the vehicle position information, the map information, the target route information, and the image information, the determination unit 163 determines whether or not the vehicle 1 temporarily stopped at the intersection during automatic traveling is in a situation where the vehicle can enter the intersection. judge. When the determination unit 163 determines that the vehicle 1 is not in a state where it can enter the intersection, the vehicle control unit 162 does not permit (that is, prohibits) the vehicle 1 from entering the intersection. When the determination unit 163 determines that the vehicle 1 is ready to enter the intersection, the vehicle control unit 162 permits the vehicle 1 to enter the intersection.

(2) Flow of intersection approach operation Next, an intersection approach operation performed by the vehicle 1 of the present embodiment will be described with reference to FIG. 2 is an operation performed when the passenger is on the vehicle 1 and the vehicle 1 is traveling automatically.

  As shown in FIG. 2, the vehicle control unit 162 determines whether or not the vehicle 1 that is traveling automatically has reached an intersection (in particular, an intersection that is preferably temporarily stopped, the same applies hereinafter) (step S <b> 11). For example, the vehicle control unit 162 can recognize the current position of the vehicle 1 based on the vehicle position information. The vehicle control unit 162 can recognize the position of the intersection based on the map information. The vehicle control unit 162 can recognize the presence / absence of a traffic sign (for example, a traffic sign for requesting a stop) at the intersection and the presence / absence of a stop line based on the external situation information (particularly, the imaging result of the camera). Therefore, the vehicle control unit 162 can determine whether or not the vehicle 1 has reached the intersection based on the vehicle position information, the map information, and the external situation information.

  As a result of the determination in step S11, when it is determined that the vehicle 1 has not reached the intersection (step S11: No), the ECU 16 ends the intersection approach operation shown in FIG. In this case, the ECU 16 may restart the intersection approach operation shown in FIG. 2 after a predetermined period has elapsed.

  On the other hand, when it is determined that the vehicle 1 has reached the intersection as a result of the determination in step S11 (step S11: Yes), the vehicle control unit 162 controls the vehicle 1 so as to temporarily stop at the intersection ( Step S12). For example, the vehicle control unit 162 can recognize the positional relationship between the stop line and the vehicle 1 at the intersection based on the external situation information (particularly, the imaging result of the camera). Therefore, the vehicle control unit 162 controls the vehicle 1 based on the external situation information so that the vehicle 1 temporarily stops on the stop line.

  Thereafter, the vehicle control unit 162 determines whether or not the vehicle 1 can safely enter the intersection based on the external situation information (step S13). Specifically, the vehicle control unit 162 can recognize an object that exists in front and side of the vehicle 1 based on the external situation information. That is, the vehicle control unit 162 can recognize the presence of an object that becomes an obstacle when the vehicle 1 enters the intersection based on the external situation information. If there is an object that becomes an obstacle when the vehicle 1 enters the intersection, the vehicle control unit 162 determines that the vehicle 1 cannot safely enter the intersection. When there is no object that becomes an obstacle when the vehicle 1 enters the intersection, the vehicle control unit 162 determines that the vehicle 1 can safely enter the intersection.

  As a result of the determination in step S13, when it is determined that the vehicle 1 cannot safely enter the intersection (step S13: No), the vehicle control unit 162 does not allow the vehicle 1 to enter the intersection. Then, it continues to determine whether or not the vehicle 1 can safely enter the intersection (step S13). For this reason, the vehicle 1 continues to stop until it is determined that the vehicle 1 can safely enter the intersection.

  On the other hand, as a result of the determination in step S13, if it is determined that the vehicle 1 can safely enter the intersection (step S13: Yes), the vehicle 1 is safe if only the detection result of the sensor 11 is viewed. It is estimated that it is possible to enter the intersection. However, in the present embodiment, the detection result of the sensor 11 indicates that the vehicle 1 can safely enter the intersection so that the vehicle 1 can enter the intersection more safely. Even if it is, the vehicle 1 is not allowed to enter the intersection. Specifically, the ECU 16 requests that the passenger confirm whether or not the vehicle 1 can safely enter the intersection.

  For this reason, in order for the vehicle 1 to first enter the intersection where the vehicle 1 is temporarily stopped, both the situation in the right direction and the situation in the left direction of the intersection (hereinafter, “intersection left and right situation”). It is determined whether it is preferable for the passenger to confirm (refer to step S14). It should be noted that “right” in the present embodiment means the right in the traveling direction of the vehicle 1 unless otherwise specified. Similarly, “left” in the present embodiment means the left in the traveling direction of the vehicle 1 unless otherwise specified.

  For example, when the intersection where the vehicle 1 is temporarily stopped is an intersection (for example, a crossroad) in which both a right turn and a left turn are possible, it is preferable that the passenger check the left-right situation. For example, an intersection where the vehicle 1 is temporarily stopped is an intersection where a right turn is possible but a left turn is not possible (for example, a T-shaped road having no left turnable road on the left side with respect to the traveling direction of the vehicle 1). ), The passenger may confirm the situation in the right direction of the intersection (hereinafter referred to as “intersection right situation”). For example, an intersection where the vehicle 1 is temporarily stopped is an intersection where a left turn is possible but a right turn is not possible (for example, a T-shaped road having no right-turnable road on the right side of the traveling direction of the vehicle 1) ), The passenger may confirm the situation in the left direction of the intersection (hereinafter referred to as “intersection left situation”).

  Based on at least one of the map information and the external situation information, the determination unit 163 determines whether or not it is preferable for the passenger to check the intersection left / right situation. Specifically, the determination unit 163 can recognize whether or not the intersection where the vehicle 1 is temporarily stopped is an intersection where both a right turn and a left turn are possible based on the map information. Similarly, the determination unit 163 determines whether there is a road in the right direction and the left direction of the intersection where the vehicle 1 is temporarily stopped based on the external situation information (in other words, an object such as a building that cannot be a road). Whether or not it exists). Therefore, the determination unit 163 can determine whether or not it is preferable for the passenger to check the left / right situation of the intersection based on such a recognition result.

  As a result of the determination in step S14, when it is determined that it is preferable for the occupant to check the left / right situation of the intersection (step S14: Yes), the determination unit 163 is at a position where the occupant can check the left / right situation of the intersection. It is determined whether or not the vehicle 1 is stopped (step S21). For example, even when the vehicle 1 is stopped at the stop line, if there are obstacles such as walls on the side of the vehicle 1, the vehicle 1 stopped at the stop line is The passenger may not be able to confirm the situation sufficiently. Alternatively, for example, even when the vehicle 1 is stopped at the stop line, if there is a relatively wide pedestrian crossing in front of the stop line, the vehicle 1 stopped at the stop line Then, there is a possibility that the passenger cannot fully check the left-right situation of the intersection. Or, for example, when the stop line where the vehicle 1 is stopped is relatively far from the road intersecting the road on which the vehicle 1 is traveling, the vehicle 1 stopped at the stop line There is a possibility that the passenger cannot fully check the left-right situation of the intersection.

  The determination unit 163 determines whether or not the vehicle 1 is stopped at a position where the passenger can check the left / right situation of the intersection based on the external situation information. For example, the determination unit 163 may determine whether the vehicle 1 is in front of or on the side based on the external situation information (for example, the presence of an object such as a wall, the presence of a pedestrian crossing, or the distance to an intersecting road). Can be recognized. That is, the determination unit 163 can recognize whether or not the passenger can look over the left and right sides of the vehicle 1 based on the external situation information. Therefore, the determination unit 163 can determine whether or not the vehicle 1 is stopped at a position where the passenger can check the left / right situation of the intersection based on such a recognition result.

  As a result of the determination in step S21, when it is determined that the vehicle 1 is not stopped at a position where the passenger can check the left / right situation of the intersection (step S21: No), the vehicle control unit 162 determines the right / left situation of the intersection. The vehicle 1 is controlled so that the vehicle 1 travels to a position that can be confirmed by the passenger (step S22). Furthermore, the vehicle control unit 162 controls the vehicle 1 so that the vehicle 1 stops again when reaching a position where the passenger can check the left-right situation of the intersection (step S22). On the other hand, as a result of the determination in step S21, when it is determined that the vehicle 1 is stopped at a position where the passenger can check the left-right situation of the intersection (step S21: Yes), the vehicle control unit 162 The operation of S22 may not be performed.

  Thereafter, the determination unit 163 notifies the passenger so as to confirm the left / right situation of the intersection (step S23). For example, the determination unit 163 may control the HMI 14 so as to display an image that prompts confirmation of an intersection left-right situation. For example, the determination unit 163 may control the HMI 14 so as to output a sound for prompting confirmation of the left / right situation of the intersection.

  Thereafter, the determination unit 163 determines whether or not the occupant has confirmed the left / right situation of the intersection based on the image information indicating the imaging result of the driver monitor 15 (step S24). Specifically, the determination unit 163 performs predetermined image processing on the image information to identify the direction of the passenger's face and the direction of the passenger's line of sight. As a result, the period when the face is facing the right side and the direction of the line of sight coincides with the right direction (that is, the period during which the face direction and the line of sight that can be estimated to have confirmed the right situation of the intersection are identified) and There are both periods in which the face is facing to the left and the direction of the line of sight coincides with the left direction (that is, the period in which the direction of the face and the direction of the line of sight that can be estimated to have confirmed the left situation of the intersection are identified) When doing so, the possibility that the passenger has confirmed the left-right situation of the intersection is relatively high. On the other hand, if the face has never turned to the right, the line of sight has never turned to the right, the face has never turned to the left, or the line of sight has never turned to the left It is relatively likely that the passenger has not yet confirmed the left-right situation of the intersection.

  As a result of the determination in step S24, when it is determined that the passenger has not confirmed the intersection left-right situation (step S24: No), the determination unit 163 determines whether the passenger has confirmed the intersection left-right situation. The determination is continued (step S24). In this case, the vehicle control unit 162 does not allow the vehicle 1 to enter the intersection. Therefore, the vehicle 1 continues to stop until it is determined that the passenger has confirmed the left-right situation of the intersection.

  On the other hand, as a result of the determination in step S24, when it is determined that the passenger has confirmed the intersection left-right situation (step S24: Yes), the determination unit 163 has confirmed that the confirmation of the intersection left-right situation has been completed by the passenger. Is notified to the passenger (step S42). In this case, the determination unit 163 notifies the passenger that the confirmation by the passenger of the left / right situation of the intersection has been completed using the HMI 14, similarly to the notification in step S23 described above.

  Thereafter, the determination unit 163 determines whether or not the passenger prohibits the vehicle 1 from entering the intersection (step S42). For example, a passenger who has confirmed the left-right situation of the intersection may determine that the vehicle 1 should not enter the intersection. In this case, the passenger should take an action of prohibiting the vehicle 1 from entering the intersection. For example, a passenger may perform an operation of depressing a brake pedal. For example, the passenger may perform an operation of notifying the ECU 16 that the vehicle 1 is prohibited from entering the intersection using the HMI 14. For example, the passenger performs an operation of notifying the ECU 16 of prohibiting the vehicle 1 from entering the intersection using a gesture or a voice. Accordingly, the determination unit 163 uses at least one of the HMI 14 and the driver monitor 15 (or any other device that can confirm the passenger's intention, such as a brake pedal sensor that detects the amount of depression of the brake pedal). By monitoring this operation, it is determined whether or not the passenger prohibits the vehicle 1 from entering the intersection.

  As a result of the determination in step S42, when it is determined that the passenger is prohibited from entering the intersection (step S42: Yes), the determination unit 163 causes the vehicle 1 to enter the intersection. Is continuously determined whether or not the passenger is prohibited (step S42). In this case, the vehicle control unit 162 does not allow the vehicle 1 to enter the intersection until the passenger permits the vehicle 1 to enter the intersection. Therefore, the vehicle 1 continues to stop at the intersection. However, when the passenger prohibits the vehicle 1 from entering the intersection, the vehicle control unit 162 may end the automatic traveling. In this case, the vehicle 1 travels according to the operation of the passenger.

  On the other hand, as a result of the determination in step S42, when it is determined that the passenger does not prohibit (that is, substantially permits) the vehicle 1 entering the intersection (step S42: No). The vehicle control unit 162 permits the vehicle 1 to enter the intersection (step S43). Therefore, the vehicle 1 that has been temporarily stopped at the intersection travels automatically so as to enter the intersection.

  On the other hand, as a result of the determination in step S14, when it is determined that the passenger does not need to check the intersection left-right situation (step S14: No), the passenger determines either the intersection right situation or the intersection left situation. It is estimated that one of them should be confirmed. Hereinafter, for convenience of explanation, it is preferable that the passenger confirms the right situation of the intersection, and the steps S31 to S34 are performed when it is determined that the passenger does not need to confirm the right and left situation of the intersection. Advance the explanation of the operation. However, if the word “intersection right situation” in the description of the operation from step S31 to step S34 below is replaced with the word “intersection left situation”, the following operation from step S31 to step S34 will board the intersection left situation. This corresponds to an operation performed when it is preferable for the person to confirm.

  When it is determined that the passenger does not have to check the left / right situation of the intersection (step S14: No), the determination unit 163 stops the vehicle 1 at a position where the passenger can check the right situation of the intersection. It is determined whether or not there is (step S31). The determination unit 163 performs the operation in step S31 in the same manner as the operation in step S21 described above.

  As a result of the determination in step S31, when it is determined that the vehicle 1 is not stopped at a position where the passenger can check the intersection right situation (step S31: No), the vehicle control unit 162 determines the intersection right situation. The vehicle 1 is controlled so that the vehicle 1 travels to a position that can be confirmed by the passenger (step S32). Furthermore, the vehicle control unit 162 controls the vehicle 1 so that the vehicle 1 stops again when reaching a position where the passenger can check the right situation of the intersection (step S32). On the other hand, as a result of the determination in step S31, when it is determined that the vehicle 1 is stopped at a position where the passenger can confirm the right situation at the intersection (step S31: Yes), the vehicle control unit 162 The operation of S32 may not be performed.

  Thereafter, the determination unit 163 notifies the passenger to confirm the right situation at the intersection (step S33). Note that the determination unit 163 performs the operation of Step S33 in the same manner as the operation of Step S23 described above.

  Thereafter, the determination unit 163 determines whether or not the occupant has confirmed the intersection right situation based on the image information indicating the imaging result of the driver monitor 15 (step S34). Note that the determination unit 163 performs the operation of step S34 in the same manner as the operation of step S24 described above.

  As a result of the determination in step S34, when it is determined that the passenger has not confirmed the intersection right situation (step S34: No), the determination unit 163 determines whether or not the passenger has confirmed the intersection right situation. The determination is continued (step S34). Accordingly, the vehicle 1 continues to stop until it is determined that the passenger has confirmed the right situation at the intersection.

  On the other hand, as a result of the determination in step S34, when it is determined that the passenger has confirmed the intersection right situation (step S34: Yes), the determination unit 163 indicates that the confirmation of the intersection right situation by the passenger has been completed. Is notified to the passenger (step S42). Thereafter, the operations from step S42 to step S43 are performed.

  As described above, in the present embodiment, when the vehicle 1 is not stopped at a position where the passenger can check the intersection left / right situation (or the intersection right situation or the intersection left situation, the same applies in the following paragraph). The vehicle 1 moves to a position where the left and right situation of the intersection can be confirmed and then stops again. Therefore, the occupant can confirm the left-right situation of the intersection more reliably. Furthermore, when it is determined that the passenger has confirmed the left-right situation of the intersection, the vehicle 1 is permitted to enter the intersection. For this reason, when the vehicle 1 that is running automatically stops at the intersection, the vehicle 1 can enter the intersection more safely.

  In the above description, the determination unit 163 determines whether it is preferable for the passenger to check the left / right situation of the intersection (step S14 in FIG. 2). However, the intersection at which the vehicle 1 is preferably temporarily stopped is often an intersection (for example, a crossroad) where both a right turn and a left turn are possible. For this reason, the determination part 163 may perform operation | movement after step S21 of FIG. 2, without performing determination operation | movement of step S14 of FIG. That is, the ECU 16 does not have to perform the operations of Step S14 and Step S31 to Step S34 in FIG.

  It should be noted that the present invention can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and a vehicle control device that includes such a change is also included in the technical concept of the present invention. included.

1 Vehicle 11 Sensor 15 Driver Monitor 16 ECU
161 Information Acquisition Unit 162 Travel Control Unit 163 Determination Unit

Claims (1)

A vehicle control device for controlling a vehicle capable of automatic driving,
When the vehicle performing the automatic traveling stops at an intersection, the vehicle situation is set at a predetermined position where a passenger of the vehicle can confirm an intersection situation that is at least one of the right direction and the left direction of the intersection. First determination means for determining whether or not the vehicle is stopped;
First control means for controlling the vehicle to stop again after the vehicle has moved to the predetermined position when it is determined that the vehicle has not stopped at the predetermined position;
Second determination means for determining whether or not the occupant has confirmed the intersection situation after the vehicle has stopped at the predetermined position;
A vehicle control device comprising: second control means for permitting the vehicle to enter the intersection when it is determined that the passenger has confirmed the intersection situation.

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