JP2017227297A - Control device of vehicle and control method of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle which can discharge air in a suction oil passage of a mechanical oil pump while quickly restarting a drive source according to a drive restart operation, and a control method of the vehicle.SOLUTION: A controller 5 constitutes a control device of a vehicle having an engine ENG and a transmission TM. The transmission TM has a mechanical oil pump 1 driven by the engine ENG, an electric oil pump 2, and a suction circuit 3 constituting a suction circuit which is common to the mechanical oil pump 1 and the electric oil pump 2. The controller 5 brings the transmission TM into a neutral state in a state that an ignition switch 16 of the engine ENG is turned off, and drives the electric oil pump 2.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device and a vehicle control method.

  In an automatic transmission, air is mixed into oil by agitation or the like by a rotating member during vehicle travel. Patent Document 1 discloses a technique for discharging air by supplying hydraulic pressure to a brake (a kind of clutch) of an automatic transmission by an electric oil pump after the ignition switch is turned off and engaging the brake.

JP 2010-117032 A

  In the above technique, the brake is engaged and the air is discharged. Therefore, if the drive source is restarted by a driver operation during the air discharge process, the vehicle may start to move. On the other hand, Patent Document 1 discloses that the activation of the control system is prohibited by canceling the operation resumption operation. However, in this case, since the drive source does not start immediately in response to the operation restart operation, there is a possibility that the driver may feel uncomfortable or misunderstand that it has failed.

  When the drive source is stopped, air trapped in the intake oil passage of the mechanical oil pump is formed by the air mixed into the oil, and when the drive source is restarted, the hydraulic pressure rises using the mechanical oil pump as the hydraulic source. There is a risk of being disturbed by air. However, Patent Document 1 does not recognize that the air in the suction oil passage of the mechanical oil pump can exert such an influence.

  SUMMARY OF THE INVENTION The present invention has been made in view of such a problem, and is a vehicle that enables the air in a suction oil passage of a mechanical oil pump to be discharged while allowing a drive source to be restarted immediately in response to a restart operation. It is an object of the present invention to provide a control device and a vehicle control method.

  A vehicle control device according to an aspect of the present invention includes a drive source, a mechanical oil pump driven by the drive source, an electric oil pump, and a suction circuit common to the mechanical oil pump and the electric oil pump. A control unit for driving the electric oil pump with the automatic transmission in a neutral state in a state where an ignition switch of the drive source is turned off. .

  According to another aspect of the present invention, an automatic power source having a drive source, a mechanical oil pump driven by the drive source, an electric oil pump, and a suction circuit common to the mechanical oil pump and the electric oil pump. A vehicle control method, comprising: driving the electric oil pump with the automatic transmission in a neutral state with an ignition switch of the drive source turned off. A method is provided.

  According to these aspects, in the configuration in which the mechanical oil pump and the electric oil pump communicate with each other via the common intake circuit, the air in the intake oil passage of the mechanical oil pump is discharged by driving the electric oil pump. Can do. In addition, since the electric oil pump is driven with the automatic transmission in a neutral state by releasing all the fastening elements in the automatic transmission, the vehicle starts to move even if the driving source is restarted during the air discharge process. There is no end. Therefore, the air in the suction oil passage of the mechanical oil pump can be discharged while enabling the drive source to be restarted immediately in response to the operation restart operation.

It is a figure which shows the principal part of a vehicle. It is a figure which shows the principal part of a transmission. It is a figure which shows an example of the control performed in 1st Embodiment with a flowchart. It is a figure which shows an example of the control performed in 2nd Embodiment with a flowchart.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

(First embodiment)
FIG. 1 is a diagram illustrating a main part of a vehicle. FIG. 2 is a diagram illustrating a main part of the transmission TM. The vehicle includes an engine ENG and a transmission TM. The engine ENG constitutes a drive source for the vehicle. The transmission TM is an automatic transmission including a belt-type continuously variable transmission, and includes a torque converter TC, a forward / reverse switching mechanism SWM, and a variator VA.

  The torque converter TC transmits power through a fluid. In the torque converter TC, the power transmission efficiency is improved by engaging the lockup clutch LU.

  The forward / reverse switching mechanism SWM switches the forward / reverse travel of the vehicle by switching the rotational direction of the input rotation. The forward / reverse switching mechanism SWM includes a forward clutch CL that is engaged when the forward range is selected, and a reverse brake BRK that is engaged when the reverse range is selected. By releasing the forward clutch CL and the reverse brake BRK, the transmission TM is in a neutral state, that is, a power cut-off state.

  The variator VA constitutes a belt-type continuously variable transmission mechanism including a primary pulley PRI, a secondary pulley SEC, and a belt BLT wound around the primary pulley PRI and the secondary pulley SEC.

  The transmission TM further includes a mechanical oil pump 1, an electric oil pump 2, a suction circuit 3, a strainer 4 (see FIG. 2), a controller 5, and a hydraulic control circuit 6.

  The mechanical oil pump 1 is driven by the engine ENG. The electric oil pump 2 is driven by electric power. Both the mechanical oil pump 1 and the electric oil pump 2 are vane pumps, sucking oil through the suction circuit 3 and pumping the sucked oil to the hydraulic control circuit 6.

  The suction circuit 3 is a suction circuit common to the mechanical oil pump 1 and the electric oil pump 2. The suction circuit 3 is a common suction circuit by connecting the mechanical oil pump 1 and the electric oil pump 2. The suction circuit 3 includes a first suction oil passage 3a, a second suction oil passage 3b, and a third suction oil passage 3c.

  The first suction oil passage 3a is an oil passage connecting the mechanical oil pump 1 and the third suction oil passage 3c. The second suction oil passage 3b is an oil passage connecting the electric oil pump 2 and the third suction oil passage 3c. The third suction oil passage 3c is a suction oil passage common to the mechanical oil pump 1 and the electric oil pump 2, and a strainer 4 for filtering the oil is provided in the third suction oil passage 3c.

  The strainer 4 is a strainer common to the mechanical oil pump 1 and the electric oil pump 2, and is provided in a rear part of the third intake oil passage 3 c that branches toward the mechanical oil pump 1 and the electric oil pump 2. The third intake oil passage 3c is provided with the strainer 4 in this way, so that not only the pre-branch part before branching toward the mechanical oil pump 1 and the electric oil pump 2 but also the common part including the post-branch part. It is configured as an intake oil passage.

  The cross-sectional area of the third suction oil passage 3c and the cross-sectional area of the strainer 4 are preferably large from the viewpoint of reducing the suction resistance of the mechanical oil pump 1 and the electric oil pump 2. However, if the cross-sectional area of the third intake oil passage 3c and the cross-sectional area of the strainer 4 are increased, air easily accumulates in the third intake oil passage 3c. That is, these cross-sectional areas and the amount of air accumulated in the third intake oil passage 3c are in a trade-off relationship.

The controller 5 shown in FIG. 1 is an ATCU, that is, a controller for the transmission TM. The controller 5 includes a signal from the vehicle speed sensor 11 that detects the vehicle speed VSP, and a rotation speed sensor 12 that detects the rotation speed NE of the engine ENG. Signal, a signal from the oil temperature sensor 13 for detecting the oil temperature T _OIL of the transmission TM, a signal from the outside air temperature sensor 14 for detecting the outside air temperature T _{AIR of the} vehicle, a BCM for controlling the operation of the vehicle body, that is, body control A signal from the module 15 is input.

  The vehicle body is, for example, a power window or a reclining mechanism. From the body control module 15 to the controller 5, an ON / OFF signal of an ignition switch 16 for operating / stopping the engine ENG according to an operation, an ON / OFF signal for a door lock switch 17 for detecting the lock of a vehicle door, and the like are input. Is done. The ignition switch 16 is composed of a changeover switch that switches between ON and OFF. As the door lock switch 17, a switch for detecting a concentrated door lock can be applied.

  The controller 5 controls the transmission TM based on these signals. Specifically, the controller 5 controls the electric oil pump 2 and the hydraulic control circuit 6 based on these signals. The hydraulic control circuit 6 performs hydraulic control of the lockup clutch LU, the forward clutch CL, the reverse brake BRK, the primary pulley PRI, the secondary pulley SEC and the like based on an instruction from the controller 5. The controller 5 and the body control module 15 are configured to be supplied with power even when the ignition switch 16 is OFF.

  Incidentally, in the transmission TM, air is mixed into the oil by agitation or the like by the rotating member during traveling of the vehicle. For this reason, for example, after the ignition switch 16 is turned off, the hydraulic oil is supplied to the reverse brake BRK by the electric oil pump 2 and the air is discharged by engaging the reverse brake BRK.

  However, if the reverse brake BRK is engaged and the air is discharged, there is a concern that the vehicle starts to move when the engine ENG is restarted by a driver operation during the air discharge process. In response to this, for example, the driving resumption operation can be canceled to prevent the vehicle from starting to move. However, in this case, the engine ENG does not start immediately in response to the operation restart operation. As a result, there is a concern that the driver may feel uncomfortable or misunderstand that the driver has failed.

  When the engine ENG is stopped, an air pool is formed in the intake oil passage on the engine ENG side of the intake circuit 3 by the air mixed in the oil. As a result, there is a concern that when the engine ENG is restarted, the rise of hydraulic pressure using the mechanical oil pump 1 as a hydraulic pressure source is hindered by the accumulated air. In particular, in a low-temperature environment, there is a concern that the amount of air accumulated due to the precipitated air increases and that the rise in hydraulic pressure is greatly delayed due to the increased viscosity of the oil.

  In view of such circumstances, the controller 5 performs the control described below.

  FIG. 3 is a flowchart illustrating an example of the control performed by the controller 5. In step S1, the controller 5 determines whether or not IGN-OFF, that is, whether or not the ignition switch 16 is OFF. When the ignition switch 16 is OFF, the engine ENG is stopped or stopped. Further, the forward clutch CL and the reverse brake BRK are released, whereby the transmission TM is brought into a neutral state. If the determination is affirmative in step S1, the process proceeds to step S2.

In step S2, the controller 5 determines whether or not the estimated outside air temperature T _AIR ′ at the next start of the engine ENG is equal to or lower than a predetermined outside air temperature T _AIR 1. In step S2, it is estimated whether or not the next start time is in a low temperature environment. The predetermined outside air temperature T _AIR 1 is a value that defines whether or not the environment is a low temperature environment, and can be set in advance by an experiment or the like. Estimated outside air temperature T _AIR 'that is predetermined outside air temperature T _AIR 1 is estimated outside air temperature T _AIR' it may be included when higher than the predetermined outside air temperature T _AIR 1. The same applies to other determinations.

  When estimating whether or not the next start time is in a low temperature environment, specifically, the low temperature environment is a seasonal environment that changes according to the season or a regional environment that changes according to the region.

Therefore, calculate the estimated outside air temperature T _AIR 'when calculating the, for example, based on the outside air temperature T _AIR and time when the vehicle is stopped, the estimated outside air temperature T _AIR of the outside air temperature T _AIR envisaged in accordance with the timing environment' as can do. Further, for example, based on the vehicle position information detected by the navigation device or the like, the outside air temperature T _AIR assumed according to the regional environment can be calculated as the estimated outside air temperature T _AIR ′. The outside air temperature T _AIR assumed according to the time environment can be, for example, the average outside air temperature or the minimum outside air temperature at the corresponding time. The same applies to the outside air temperature T _AIR assumed according to the local environment. If the determination is affirmative in step S2, the process proceeds to step S3.

In step S3, the controller 5 determines whether or not the outside air temperature T _AIR at the time of stopping is equal to or lower than a predetermined outside air temperature T _AIR 1. Outside air temperature T _AIR when the vehicle is stopped is specifically the outside air temperature T _AIR at the last stop. In step S3, it is determined whether or not a low-temperature environment is reached when the oil temperature T _OIL decreases to the outside air temperature T _AIR . If the determination is affirmative in step S3, the process proceeds to step S4.

  In step S4, the controller 5 determines whether or not the vehicle speed VSP equal to or higher than the predetermined vehicle speed VSP1 was experienced during the previous travel. This is because the higher the vehicle speed VSP, the greater the amount of air mixed into the oil by stirring or the like. The predetermined vehicle speed VSP1 is a value that regulates whether or not there is a possibility that an unacceptable amount of air is mixed from the viewpoint of the rise of hydraulic pressure using the mechanical oil pump 1 as a hydraulic pressure source. It can be set in advance. If an affirmative determination is made in step S4, it is determined that a high vehicle speed was experienced during the previous travel, and the process proceeds to step S5.

In step S5, the controller 5 determines whether or not the oil temperature T _{OIL equal} to or higher than the predetermined oil temperature T _OIL 1 has been experienced during the previous run. This is because the amount of air mixed into the oil tends to increase as the oil temperature T _OIL increases. The predetermined oil temperature T _OIL 1 is a value that defines whether or not there is a possibility that an unacceptable amount of air is mixed from the standpoint of hydraulic pressure rise using the mechanical oil pump 1 as a hydraulic pressure source. It can be set in advance by experiments or the like. If an affirmative determination is made in step S5, it is determined that a high oil temperature was experienced during the previous run, and the process proceeds to step S6.

  In step S6, the controller 5 calculates the drive time TS2 of the electric oil pump 2. Specifically, the controller 5 determines the magnitude of the air content rate in the suction circuit 3 based on at least one of the plurality of parameters (1) to (6) described below, and the magnitude of the air content rate. The driving time TS2 is determined according to the above.

The plurality of parameters are as follows.
(1) Maximum value of rotational speed NE within predetermined time TS1 before stopping (2) Total value of rotational speed NE exceeding predetermined rotational speed NE1 within predetermined time TS1 before stopping (3) Within predetermined time TS1 before stopping (4) Maximum value of vehicle speed VSP within predetermined time TS1 before stopping (5) Total value of time when vehicle speed VSP exceeded predetermined vehicle speed VSP2 within predetermined time TS1 before stopping (6) Before stopping Average value of vehicle speed VSP within predetermined time TS1

  The air content has a tendency to increase as the value increases for any of the plurality of parameters (1) to (6). The predetermined time TS1 is, for example, 30 minutes. Therefore, within the predetermined time TS1 before stopping is, for example, within 30 minutes before stopping. The predetermined rotational speed NE1 is 4,000 rpm, for example. The predetermined vehicle speed VSP2 is a vehicle speed VSP that is equal to or higher than the predetermined vehicle speed VSP1. The predetermined time TS1, the predetermined rotational speed NE1, and the predetermined vehicle speed VSP2 can be set in advance through experiments or the like.

  The magnitude of the air content rate can be set in advance by map data or the like according to at least one of the plurality of parameters (1) to (6), for example. The magnitude of the air content can be set by a numerical value, for example. The magnitude of the air content rate may be set according to two categories, that is, a smaller category or a more detailed category.

  As described above, the controller 5 determines the drive time TS2 according to the magnitude of the air content rate. Specifically, the controller 5 shortens the drive time TS2 as the air content rate decreases. Decreasing the drive time TS2 as the air content rate decreases includes, for example, dividing the air content rate into two large and small sections, and shortening the drive time TS2 when the air content rate is small.

  In step S7, the controller 5 drives the electric oil pump 2 for the drive time TS2. At this time, since the controller 5 does not engage the forward clutch CL and the reverse brake BRK, the electric oil pump 2 is driven with the transmission TM in a neutral state. That is, the air discharge process is performed with the transmission TM in the neutral state.

  In the air discharge process, the air in the oil is sucked together with the oil by the electric oil pump 2 and discharged from the suction circuit 3. Even when the engine ENG is stopped, it is possible to move the oil around the mechanical oil pump 1 to some extent including the case where the vane sinks. The mechanical oil pump 1 may be configured to allow movement of oil before and after the mechanical oil pump 1 by, for example, permitting reverse rotation or oil bypass while the engine ENG is stopped. .

  The oil sucked by the electric oil pump 2 then moves to the oil reservoir that comes into contact with air via the hydraulic control circuit 6. In the oil sump, the air in the oil rises and is released into the air. Thereby, the air in oil also disappears.

  In the present embodiment, when the engine ENG is restarted in a low temperature environment, the air accumulated in the suction circuit 3 is expected to cause a significant delay in the rise of hydraulic pressure using the mechanical oil pump 1 as a hydraulic power source. A discharge process is performed. After step S7, the process of this flowchart is once ended.

  If the determination is negative in any of steps S1 to S5, the process proceeds to step S8. In this case, the controller 5 determines that the electric oil pump 2 is not driven. Thereby, the air discharge process is not executed. After step S8, the process of this flowchart is once ended.

  The controller 5 may be configured to set the drive time TS2 to zero in step S8, and then proceed to step S7. Even when the controller 5 is configured in this manner, the air discharge process can be disabled.

  In the present embodiment, the controller 5 constitutes a control device for the vehicle, and the control unit is provided by executing the processing of this flowchart including step S7.

  Next, main effects of the present embodiment will be described.

  The controller 5 constitutes a vehicle control device having an engine ENG and a transmission TM. The transmission TM includes a mechanical oil pump 1 driven by the engine ENG, an electric oil pump 2, and a suction circuit 3 constituting a suction circuit common to the mechanical oil pump 1 and the electric oil pump 2. The controller 5 drives the electric oil pump 2 with the transmission TM set to the neutral state in a state where the ignition switch 16 of the engine ENG is turned off.

  According to the controller 5 having such a configuration, in the configuration in which the mechanical oil pump 1 and the electric oil pump 2 communicate with each other via the intake circuit 3, the electric oil pump 2 is driven to drive the intake circuit 3 on the engine ENG side. Air in the suction oil passage can be discharged. In addition, since the forward clutch CL and the reverse brake BRK are released and the transmission TM is set to the neutral state to drive the electric oil pump 2, the vehicle may start to move even if the operation of the engine ENG is resumed during the air discharge process. There is no. Therefore, the air in the intake oil passage on the engine ENG side of the intake circuit 3 can be discharged while allowing the engine ENG to be restarted immediately in response to the operation resumption operation (corresponding to claims 1 and 5). effect).

  The controller 5 shortens the drive time TS2 as the air content rate in the suction circuit 3 decreases. According to the controller 5 having such a configuration, the power consumption can be reduced by changing the drive time TS2 in the air discharge process according to the air content rate (the effect corresponding to claim 2). .

  In the controller 5 having such a configuration, it is preferable to set the driving time TS2 to zero when the air content rate is less than the predetermined content rate. Specifically, for example, when high vehicle speed and high oil temperature are not experienced, it is possible to determine that the air content is less than a predetermined content and set the driving time TS2 to zero. . As a result, the effect of reducing the power consumption can be enhanced by the amount that the air discharge process is not executed (effect corresponding to claim 2).

  The suction circuit 3 includes a third suction oil passage 3c, and the third suction oil passage 3c is provided with a strainer 4. In this case, because of the structure in which air tends to accumulate in the portion after the branch on the mechanical oil pump 1 side in the third suction oil passage 3c, the rise of the hydraulic pressure using the mechanical oil pump 1 as a hydraulic power source is easily hindered by the air. Thus, such a situation can be improved by discharging the air together with the oil by the electric oil pump 2 (effect corresponding to claim 4).

  Further, since the air in the third intake oil passage 3c can be discharged, the degree of freedom in designing the cross-sectional area of the third intake oil passage 3c and the cross-sectional area of the strainer 4 can be increased. As a result, the startability of the mechanical oil pump 1 and the electric oil pump 2 can be improved. Furthermore, by improving the startability of the mechanical oil pump 1, it is possible to reduce the back pressure of the vane and improve the driving torque (effect corresponding to claim 4).

(Second Embodiment)
Here, when the oil temperature T _OIL decreases after the ignition switch 16 is turned off, air is deposited, and air accumulation may occur. However, the ignition switch 16 in a state of high oil temperature T _OIL is immediately after turned OFF, the outside air temperature T _AIR is low even if the oil temperature T _OIL remains high. That is, immediately after the ignition switch 16 is turned off while the oil temperature T _OIL is high, even if the electric oil pump 2 is driven, it is not possible to cope with the air pool that can be generated as described above.

  For this reason, in this embodiment, the controller 5 is configured to perform the control described below. Except for this point, the vehicle is configured similarly to the first embodiment.

  FIG. 4 is a flowchart illustrating an example of control according to the present embodiment. This flowchart is the same as the flowchart shown in FIG. 2 except that steps S1 ′ and S2 ′ are provided instead of steps S1 and S2. For this reason, step S1 'and step S2' are mainly demonstrated here.

  In step S1 ′, the controller 5 determines whether or not the driver has boarded again. The re-boarding determination can be performed, for example, by determining whether or not the ignition switch 16 is OFF and the door lock switch 17 is changed from ON to OFF. If a negative determination is made in step S1 ′, the process proceeds to step S8. If the determination in step S1 ′ is affirmative, the process proceeds to step S2 ′.

In step S2 ′, the controller 5 determines whether or not the outside air temperature T _AIR at the time of re-entry is equal to or lower than a predetermined outside air temperature T _AIR 1. If a negative determination is made in step S2 ′, the process proceeds to step S8. If an affirmative determination is made in step S2 ′, the process proceeds to step S3.

As described above, in this embodiment, the controller 5 determines that the driver re-rides while the engine ENG is stopped, and the outside temperature T _AIR at the time of re-ride is less than the predetermined outside temperature T _AIR 1. In addition, the electric oil pump 2 is driven.

  According to the controller 5 having such a configuration, it is possible to determine whether or not the electric oil pump 2 needs to be driven, that is, whether or not the air discharge process is necessary, with the determination timing as the re-boarding timing of the driver. For this reason, the air accumulated by the precipitated air can be discharged, and the power consumption can be reduced because the electric oil pump 2 need not be driven wastefully (effect corresponding to claim 3).

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  In the above-described embodiment, the case where the engine ENG constitutes the drive source has been described. However, the drive source may be composed of an engine ENG and a motor, for example. The drive source may be a drive source including the engine ENG.

  In the embodiment described above, the case where the transmission TM configuring the automatic transmission is a belt-type continuously variable transmission has been described. However, the transmission TM may be, for example, a toroidal continuously variable transmission or a stepped automatic transmission.

  In the embodiment described above, the case where the suction circuit 3 constitutes a suction circuit common to the mechanical oil pump 1 and the electric oil pump 2 has been described. However, the common suction circuit may be, for example, the third suction oil passage 3c.

  In the above-described embodiment, the case where the ignition switch 16 is configured by a changeover switch has been described. However, the ignition switch 16 may be a push button, for example. In this case, the ignition switch 16 may be configured by a start button and a stop button provided individually. The state in which the ignition switch 16 is turned off includes not only the state in which the engine ENG is continuously stopped in response to the stop operation, but also the state in which the engine ENG is stopped in response to the stop operation, that is, a transient on the way to the stop A state may be included.

  In the above-described embodiment, the case where the controller 5 is configured as a vehicle control device and has a control unit has been described. However, the vehicle control device and the control unit may be realized by a plurality of controllers, for example.

1 Mechanical oil pump 2 Electric oil pump 3 Suction circuit 3c Third suction oil passage (suction oil passage)
4 Separator 5 Controller (Control part)
ENG engine (drive source)
TM transmission (automatic transmission)

Claims (5)

A driving source;
An automatic transmission having a mechanical oil pump driven by the drive source, an electric oil pump, and a suction circuit common to the mechanical oil pump and the electric oil pump;
A vehicle control device comprising:
A control unit for driving the electric oil pump with the automatic transmission in a neutral state in a state where the ignition switch of the drive source is turned off;
A vehicle control apparatus comprising: The vehicle control device according to claim 1,
The control unit shortens the drive time of the electric oil pump as the air content rate in the suction circuit is smaller.
A control apparatus for a vehicle. The vehicle control device according to claim 1 or 2,
The control unit drives the electric oil pump when it is determined that the driver re-rides while the drive source is stopped, and the outside air temperature at the time of re-ride is less than a predetermined value.
A control apparatus for a vehicle. The vehicle control device according to any one of claims 1 to 3,
The suction circuit includes a suction oil passage common to the mechanical oil pump and the electric oil pump,
The suction oil passage is configured such that a strainer common to the mechanical oil pump and the electric oil pump is provided.
A control apparatus for a vehicle. A driving source;
An automatic transmission having a mechanical oil pump driven by the drive source, an electric oil pump, and a suction circuit common to the mechanical oil pump and the electric oil pump;
A vehicle control method comprising:
Driving the electric oil pump with the automatic transmission in a neutral state with the ignition switch of the driving source turned off;
The vehicle control method characterized by including.

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