JP2019064295A - Vehicle occupant protection device - Google Patents

Abstract

To further improve performance for protecting an occupant.SOLUTION: An occupant protection device 10 for a vehicle 1 includes: a collision determination unit 14 for determining possibility of a collision in collision avoidance control by automatic operation control of the vehicle 1 or collision avoidance operation by manual control; and an occupant protection control unit 15 that, when the collision determination unit 14 determines possibility of a collision, controls a behavior of the vehicle 1 so that an occupant behavior is facilitated by the collision avoidance control or collision avoidance operation.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a device for protecting an occupant by controlling the behavior of a vehicle such as a car.

In the case of protecting a passenger in a vehicle such as an automobile, support of the passenger by a seat belt, absorption of a passenger impact by a deployed air bag, and the like are performed.
In recent years, driving support techniques such as automatic driving control devices and driving support control devices have been actively developed.
In this case, not only the driving assistance at the normal time but also the emergency avoidance assistance such as the collision avoidance may be performed by the automatic driving control device or the driving assistance control device.
In Patent Document 1, based on the situation around the host vehicle, the host vehicle is advanced in an avoidance direction that avoids danger. As a result, for example, even in a situation where the driver can not operate the vehicle safely immediately after a collision, it is possible to avoid a secondary collision with another obstacle, which may reduce the damage to the occupant of the vehicle. .

JP, 2016-034814, A

However, when the vehicle avoids a collision, the vehicle will be accelerated, decelerated and steered rapidly. At this time, the behavior of the vehicle may change, and the posture and position of the occupant may also change.
In particular, when avoiding a collision by automatic driving control or the like, acceleration / deceleration or steering with limit performance of the vehicle may be performed. In this case, there is a possibility that the posture and the position of the occupant may largely fluctuate as compared with the case of the collision avoidance operation by the manual operation. The same applies to Patent Document 1 as well.
Then, if the vehicle collides in a state in which the posture or position of the occupant fluctuates, the movement by the behavior immediately before the collision and the impact input at the time of the collision may act synergistically on the occupant. There is. For example, if the direction of movement before the collision and the direction of impact input are opposite to each other, a large force may act as compared to the case where only the impact input acts.

Thus, in the development of vehicles, there is a need to further improve the protection performance of occupants.
In particular, even in the case where collision avoidance control is performed by, for example, an automatic driving control device or a driving support control device, an effort is required to improve the protection performance of the occupant.

  The occupant protection device for a vehicle according to the present invention includes a collision determination unit that determines the possibility of a collision in collision avoidance control by automatic driving control of the vehicle or a collision avoidance operation by manual control, and the collision determination unit And a controller configured to control the behavior of the vehicle so as to promote the behavior of the occupant by the collision avoidance control or the collision avoidance operation.

  Preferably, the control unit controls the vehicle so as to promote a swing or a movement state of a passenger caused by the collision avoidance control or the collision avoidance operation.

  Preferably, the control unit controls the behavior of the vehicle so as to promote the behavior of the vehicle by the collision avoidance control of the automatic driving control.

  Preferably, the collision determination unit may determine the possibility of a collision when it is predicted or expected that another object intrudes into an expected avoidance route by the collision avoidance control of the automatic driving control.

  Preferably, the collision determination unit may determine the possibility of a collision when it is predicted that the path of the vehicle deviates from an expected avoidance route by collision avoidance control of automatic driving control.

  Preferably, in addition to the behavior control of the vehicle, the control unit controls the occupant protection device so as to promote the behavior of the occupant by the collision avoidance control of the automatic driving control.

In the present invention, when the vehicle is about to collide, the execution of the collision avoidance control by the automatic driving control or the collision avoidance operation by the manual control is started.
When the collision determination unit determines that a collision occurs before the collision in the avoidance state, the behavior of the vehicle is controlled to promote the occupant behavior by the above-described collision avoidance control or collision avoidance operation.
For example, when the behavior of the vehicle is generated by the collision avoidance control of the automatic driving control, the behavior of the vehicle is controlled to promote the behavior.
Therefore, when the vehicle actually collides after that, it can be expected that the behavior of the occupant by the collision avoidance control or the collision avoidance operation is finished. At the time when the impact due to the collision acts, the behavior of the occupant is finished, and it can be expected that it becomes difficult for the occupant to act synergistically by the movement before the collision and the input of the impact.

FIG. 1 is a schematic explanatory view illustrating an example of a vehicle and a traveling state according to a first embodiment of the present invention. FIG. 2 is an explanatory view of a configuration of an occupant protection device mounted on the vehicle of FIG. FIG. 3 is a flowchart showing an example of automatic operation control by the automatic operation control unit of FIG. FIG. 4 is a schematic explanatory view for explaining an example of a collision avoidance control state by the automatic driving control unit. FIG. 5 is a flowchart showing an example of collision control by the collision determination unit and the occupant protection control unit of FIG. FIG. 6 is a schematic explanatory view for explaining an example of the occupant protection state by the collision control. FIG. 7 is a flowchart showing an example of collision control in the second embodiment.

  Hereinafter, embodiments of the present invention will be described based on the drawings.

First Embodiment
FIG. 1 is a schematic explanatory view illustrating an example of an automobile 1 and a traveling state according to a first embodiment of the present invention.
In FIG. 1, the car 1 travels in a curve that turns gently to the left. In front of the curve, another car 51 is traveling slowly.
The automobile 1 of FIG. 1 has a vehicle body 2. In the cabin of the vehicle body 2, a plurality of seats 3 on which the occupant M sits are provided.
The automobile 1 is accelerated, decelerated, and steered to the left and right by the operation of the occupant M.

By the way, in recent years, in the automobile 1, driving support techniques such as automatic driving control and driving support control have been actively developed.
In this case, not only the driving assistance at the normal time but also the emergency avoidance assistance such as the collision avoidance may be performed by the automatic driving control device or the driving assistance control device.
For example, as shown in FIG. 1, when car 1 is moving along the solid arrow from the bottom of the figure to the top of the figure, when another car 51 tries to invade from the left side of the road, the situation is judged Then, it is conceivable to carry out collision avoidance control involving steering as indicated by the dotted arrow.

However, when the vehicle 1 avoids a collision, the vehicle 1 will be accelerated, decelerated or steered rapidly. At this time, there is a possibility that the behavior of the automobile 1 changes and the posture or position of the occupant M also changes.
In particular, when avoiding a collision by automatic driving control or the like, acceleration / deceleration or steering with the limit performance of the automobile 1 may be performed. In this case, there is a possibility that the posture or position of the occupant M may largely fluctuate as compared with the case of the collision avoidance operation by the manual operation.
Then, when the vehicle 1 collides in a state in which the posture or position of the occupant M is largely changed, the movement by the behavior immediately before the collision and the impact input at the time of collision act synergistically on the occupant M. There is a possibility of
For example, if the direction of movement before the collision and the direction of impact input are opposite to each other, a large force may act as compared to the case where only the impact input acts.
As described above, in the development of the automobile 1, it is required to further improve the protection performance of the occupant M.
In particular, for example, even when the collision avoidance control is performed by the automatic driving control device or the driving assistance control device, it is required to make an effort to obtain an appropriate occupant M protection performance.

FIG. 2 is an explanatory view of the configuration of the occupant protection device 10 mounted on the automobile 1 of FIG.
The occupant protection device 10 shown in FIG. 2 includes an external camera 11, an in-vehicle camera 12, an automatic driving control unit 13, a collision determination unit 14, an occupant protection control unit 15, a steering device 16, a braking device 17, a driving device 18 and an airbag device 19. , And a seat belt device 20.
The autonomous driving control unit 13, the collision determination unit 14, and the occupant protection control unit 15 may be realized by the microcomputer 21, for example. In this case, the outside camera 11, the in-vehicle camera 12, the steering device 16, the braking device 17, the drive device 18, the air bag device 19, and the seat belt device 20 may be connected to a microcomputer.

  The out-of-vehicle camera 11 is a camera for imaging the surroundings such as the front of the car 1. As a result, it is possible to image an obstacle on the route of the car 1 and other cars 51 in the vicinity thereof.

  The in-vehicle camera 12 is a camera that captures an image of a cabin. Thereby, the seating position and posture of the occupant M seated on the seat 3 can be imaged.

  The steering device 16 controls the direction of the tire of the automobile 1 and controls the traveling direction of the automobile 1 based on the steering wheel operation by the occupant M and the like.

  The braking device 17 decelerates or stops the automobile 1 based on a brake operation by the occupant M or the like.

  The driving device 18 accelerates the automobile 1 based on an accelerator operation by the occupant M or the like.

  The air bag device 19 deploys the air bag around an occupant M seated on the seat 3 at the time of a collision. As a result, when the occupant M seated on the seat 3 moves or falls from the seating position due to the impact force of the collision, it can be supported. For example, kinetic energy of the upper body of the occupant M can be absorbed by the upper body of the occupant M falling into the deployed air bag. In addition, the upper body of the occupant M is less likely to move or fall from the state of hitting the air bag.

  The seat belt device 20 restrains the occupant M seated on the seat 3 so as not to be easily separated from the seat 3 by the belt by the pretensioning operation at or immediately before the collision.

The automatic driving control unit 13 controls the steering device 16, the braking device 17 and the drive device 18 based on, for example, the movement route to the destination, and causes the vehicle 1 to travel.
Further, the automatic driving control unit 13 predicts the possibility of a collision or the like based on the image captured by the camera 11 outside the vehicle. Then, when there is a possibility of a collision or the like, collision avoidance control is performed.

  The collision determination unit 14 determines the possibility of a collision when the collision avoidance control by the automatic driving control unit 13 is being performed.

  In the case where the collision determination unit 14 determines that the collision is unavoidable when the automatic driving control unit 13 is executing the collision avoidance control, the occupant protection control unit 15 determines that the collision of the occupant M is due to the collision avoidance control or the collision avoidance operation. The behavior of the car 1 is controlled to suppress the behavior.

FIG. 3 is a flowchart showing an example of the automatic driving control by the automatic driving control unit 13 of FIG.
The automatic driving control unit 13 executes the automatic driving control of FIG. 3, for example, when the operation of starting the automatic driving is performed by the occupant M.

In the automatic driving control, the automatic driving control unit 13 first determines the necessity of the automatic driving (step ST1). Here, it may be determined whether or not automatic driving is possible.
When the automatic driving is unnecessary or not suitable, the automatic driving control unit 13 ends the automatic driving control of FIG. 3.
When the automatic operation is necessary or suitable, the automatic operation control unit 13 actually starts the automatic operation control (step ST2).
In the automatic driving control, the automatic driving control unit 13 controls the steering device 16, the braking device 17, and the driving device 18 of the automobile 1 based on, for example, a captured image of the camera 11 outside the vehicle and route information to the destination.
In addition, after starting the automatic driving control, the automatic driving control unit 13 determines the possibility of the collision (step ST3). In the image captured by the camera 11 outside the vehicle, it is determined whether there is an obstacle on the planned route of the vehicle. Also, it is judged about the possibility that another mobile body such as the automobile 51 intrudes into the planned route of the own vehicle.
When there is no risk, the automatic driving control unit 13 continues the normal automatic driving (step ST2).
Conversely, if there is a possibility that an obstacle may collide with the planned route of the vehicle, or if there is a possibility that another automobile 51 may invade the planned route of the vehicle, the automatic driving control unit 13 A collision avoidance control that automatically avoids them is executed (step ST4).
In the collision avoidance control, the steering device 16, the braking device 17 and the drive device 18 of the automobile 1 are controlled so as to travel avoiding an obstacle or the other automobile 51.
Further, the automatic driving control unit 13 determines whether the collision has been eliminated by the collision avoidance control (step ST5). If the collision is not resolved, the collision avoidance control is continued (step ST4).
When the collision is eliminated, the automatic driving control unit 13 returns from the collision avoidance control to the normal automatic driving control (step ST2).

As a result, the automobile 1 can travel while avoiding obstacles and other automobiles 51 on the road by automatic driving control, and can move, for example, to a desired destination.
For example, in a case where the automobile 1 is traveling by automatic driving control according to a planned route with a slight left turn shown by a real arrow line in FIG. 1, collision avoidance control if another automobile 51 is slowly traveling ahead Thus, the traveling of the vehicle is switched to the path of the dashed arrow moving to the right lane and proceeding. As a result, it is possible to avoid a collision with another automobile 51 on the planned route of the own vehicle.

FIG. 4 is a schematic explanatory view for explaining an example of a collision avoidance control state by the automatic driving control unit 13.
However, the actual other automobile 51 does not necessarily travel with the movement predicted by the automatic driving control. It does not always keep driving in the lane.
For example, as shown by a real arrow line in FIG. 4, another automobile 51 may try to intrude into the traveling lane to the right instead of the traveling lane.
Then, when the vehicle starts traveling by the avoidance control of the real arrow line, the upper body of the occupant M leans to the outside of the vehicle body 2 by the rapid steering, and collides with the other automobile 51 intruding in that state. Resulting in.
The upper body of the occupant M is inclined outward due to the movement of the right lane. In this case, if a collision occurs as it is, the impact of the collision acts on the upper body of the occupant M while being shaken from the seat to the front right. There is a high possibility that a force more than the impact force of the collision acts strongly on the upper body of the occupant M.
It is desirable to avoid such a situation as much as possible.

FIG. 5 is a flowchart showing an example of collision control performed by the collision determination unit 14 and the occupant protection control unit 15 of FIG.
FIG. 5 is repeatedly performed, for example, during automatic operation control.

The collision determination unit 14 first determines whether the automatic driving control unit 13 is in the automatic avoidance control (step ST11). Then, when the automatic avoidance control is not being performed, the processing of FIG. 5 is ended.
When the automatic avoidance control is being performed, the collision determination unit 14 further determines whether a collision is inevitable also by the automatic avoidance control (step ST12) and whether it deviates from the automatic avoidance control (step ST13). to decide.
For example, the collision determination unit 14 determines whether the other automobile 51 intrudes into the planned avoidance course based on the other automobile 51 in the captured image of the outside camera 11 and the information on the planned avoidance course by the automatic avoidance control. Decide whether or not. Then, when another car 51 intrudes into the planned avoidance route, the collision determination unit 14 determines that the collision is inevitable also by the automatic avoidance control.
Further, the collision determination unit 14 compares the actual course of the vehicle which can be determined based on the difference between a plurality of captured images continuously captured in time by the camera outside the vehicle 11 and the planned avoidance course by the automatic avoidance control. And when a predetermined difference arises between an actual course and a plan avoidance course, collision judgment part 14 judges that it deviated from a plan avoidance course by automatic avoidance control.
If the collision is not unavoidable or does not deviate from the automatic avoidance control, the collision determination unit 14 repeatedly executes the above processing (steps ST11 to ST13). When the automatic avoidance control ends, the process of FIG. 5 ends.

When it is determined by the collision determination unit 14 that a collision is inevitable or when it is determined that the vehicle has deviated from the automatic avoidance control, the occupant protection control unit 15 generates a collision using the airbag device 19 and the seat belt device 20 The passenger protection control prior to the normal passenger protection control of is started (step ST14).
The occupant protection control unit 15 first obtains control of the steering device 16, the braking device 17 and the drive device 18 from the automatic driving control unit 13 in order to control the traveling of the automobile 1 (step ST15).
After overriding the travel control of the automobile 1, the occupant protection control unit 15 starts control of the steering device 16, the braking device 17 and the drive device 18.
Specifically, the occupant protection control unit 15 controls the behavior of the automobile 1 so as to promote the behavior of the occupant M generated by the automatic avoidance control (step ST16).

FIG. 6 is a schematic explanatory view for explaining an example of the occupant protection state by the collision control.
As indicated by a broken arrow in FIG. 6, the automobile 1 is steered to move to the right lane by automatic avoidance control.
In this case, in collision control, the occupant protection control unit 15 instructs the steering device 16 to strengthen steering to the left. As a result, the automobile 1 controlled to move to the right outside lane by the automatic avoidance control and inclined to the right side travels along the real arrow line.
The posture of the occupant M, which is inclined to the right by the automatic avoidance control, is further inclined to the right. As a result, the occupant M strikes against the right outer side surface of the vehicle 1.
Due to the automatic avoidance control, the posture of the upper body of the occupant M, which is inclined to the right, is further changed to the right from the swing to the right or the movement state of movement caused thereby.
In addition to this, the occupant protection control unit 15 instructs the reduction gear to perform braking. At this time, the occupant protection control unit 15 may instruct the reduction gear to perform braking after the occupant M hits the side surface of the vehicle 1. As a result, it is possible to prevent the occupant M from being supported by the side surface of the automobile 1 by the braking operation.

After controlling the behavior of the automobile 1 so as to promote the behavior of the occupant M, the occupant protection control unit 15 executes normal occupant protection control when a collision occurs.
The occupant protection control unit 15 instructs the seat belt device 20 to perform pretension control at or immediately before the occurrence of a collision (step ST17). As a result, the seat belt can be pulled in, and the occupant M can be restrained so as to be more difficult to move.
Thereafter, when a collision is actually detected (step ST18), the occupant protection control unit 15 controls and operates the seat belt device 20 and the air bag device (steps ST19 and ST20). The seat belt device 20 momentarily pulls in and holds the seat belt. The airbag device deploys the airbag around the seat 3. As a result, even if the occupant M moves forward and falls due to the impact of a collision, the collision energy can be absorbed so as to suppress it.

Here, the state of the occupant M in the case of collision with the collision avoidance control during automatic operation of FIG. 4 and the case of collision by further executing the collision avoidance control of FIG. 6 will be compared.
In the collision avoidance control during automatic driving of FIG. 4, the control to move to the right lane collides with another automobile 51. In this case, the impact force of the collision can act on the occupant M in a posture in which the occupant M is inclined to the right by the movement to the right lane. As a result, the occupant M may move forward while moving further to the left.
On the other hand, in the collision avoidance control of FIG. 6, the collision avoidance control during automatic driving collides with another automobile 51 in a state where the occupant M inclined to the right is controlled to be further inclined to the right. The occupant M can exert an impact force of a collision in the state of hitting the right outer side of the automobile 1. As a result, the force acting on the occupant M can be absorbed by contact friction with the right outer side surface or the like.

  As described above, in the present embodiment, when the vehicle 1 is about to collide, the execution of the collision avoidance control by the automatic driving control or the collision avoidance operation by the manual control is started. Then, when the collision determination unit 14 determines that a collision occurs before the collision in the avoidance state, the behavior of the automobile 1 is controlled so as to promote the occupant behavior by the previous collision avoidance control or the collision avoidance operation. For example, when the behavior of the vehicle 1 is generated by the collision avoidance control of the automatic driving control, the behavior of the vehicle 1 is controlled to promote the behavior. Therefore, when the vehicle actually collides after that, it can be expected that the behavior of the occupant M by the collision avoidance control or the collision avoidance operation is finished. The behavior of the occupant M is finished at the time when the impact by the collision acts, and it can be expected that the synergistic force by the movement before the collision and the input of the impact becomes difficult to act on the occupant M.

  In the present embodiment, it is determined that there is a possibility of a collision if it is predicted that an object such as another automobile 51 intrudes into a predicted avoidance route by collision avoidance control of automatic driving control or if it is present. Therefore, when the collision can not be avoided by the collision avoidance control, the behavior of the automobile 1 can be controlled based on the judgment of the possibility to promote the occupant behavior by the collision avoidance control or the collision avoidance operation. As a result, collision avoidance control which exhibits the performance of the automobile 1 is executed by automatic driving control, for example, and even if the position or posture of the occupant M changes significantly, the position or posture of the occupant M is further changed to generate a collision. By terminating the behavior of the occupant M in advance, it is possible to make it difficult for the synergistic force of the movement before the collision and the input of the impact to act. It is possible to achieve compatibility between the collision avoidance control that exhibits the performance of the automobile 1 by the automatic driving control and the protection performance of the occupant M.

  In the present embodiment, when it is predicted that the route of the automobile 1 deviates from the expected avoidance route by collision avoidance control of automatic driving control, the possibility of collision is determined. Therefore, when the vehicle can not travel as the collision avoidance control, the behavior of the automobile 1 can be controlled based on the judgment of the possibility to promote the occupant behavior by the collision avoidance control or the collision avoidance operation. As a result, collision avoidance control which exhibits the performance of the automobile 1 is executed by automatic driving control, for example, and even if the position or posture of the occupant M changes significantly, the position or posture of the occupant M is further changed to generate a collision. By terminating the behavior of the occupant M in advance, it is possible to make it difficult for the synergistic force of the movement before the collision and the input of the impact to act. It is possible to achieve compatibility between the collision avoidance control that exhibits the performance of the automobile 1 by the automatic driving control and the protection performance of the occupant M.

Second Embodiment
Next, an automobile 1 according to the second embodiment will be described. In the following description, the same reference numerals as those in the first embodiment are used, and differences from the first embodiment are mainly described.

  FIG. 7 is a flowchart showing an example of collision control in the second embodiment.

After executing the behavior control of the automobile 1 for returning the behavior of the automobile 1 in step ST16, the occupant protection control unit 15 implements belt release control for further promoting the behavior of the occupant M (step ST31).
The seat belt device 20 brings the seat belt into a state ready for delivery.
As a result, the occupant M who has moved or leaned due to the collision avoidance control of the automatic driving control may further move or lean.

Thereafter, when a collision is actually detected (step ST18), the occupant protection control unit 15 controls and operates the seat belt device 20 and the air bag device (steps ST19 and ST20).
At this time, the occupant protection control unit 15 pulls the seat belt more firmly than usual.
In addition, the occupant protection control unit 15 deploys the airbag more slowly or at a lower pressure than usual. As a result, it is possible to prevent the airbag from being strongly applied more than necessary to the occupant M who has moved largely due to the promotion.
Also, with these controls, the occupant M who has moved largely due to the promotion can be restrained so as to be more difficult to move at the position where it has moved greatly. Shock is absorbed.

  As described above, in the present embodiment, the occupant protection device 10 is controlled to further promote the behavior of the occupant M in addition to the behavior control of the automobile 1. Specifically, the occupant protection device 10 is controlled to promote the behavior of the occupant M by the collision avoidance control of the automatic driving control. Therefore, the occupant behavior can be promoted more effectively than the case where the occupant behavior is promoted only by the behavior control of the automobile 1. It is possible to achieve the compatibility between the collision avoidance control that exhibits the performance of the automobile 1 by the automatic driving control and the protection performance of the occupant M at a higher level.

  The above embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications or changes can be made without departing from the scope of the invention.

For example, in the above embodiment, the collision determination unit 14 determines that the collision is inevitable even by the collision avoidance control by the automatic driving control, and the occupant protection control unit 15 executes the collision control.
In addition to this, for example, the collision determination unit 14 may determine that a collision is inevitable even in a collision avoidance operation by a manual operation of the occupant M, and the occupant protection control unit 15 may execute collision control. At this time, the collision determination unit 14 may estimate a future planned avoidance route based on the manual operation of the occupant M until the determination time.

  DESCRIPTION OF SYMBOLS 1 ... Car (vehicle), 2 ... Car body, 3 ... Seat, 10 ... Occupant protection device, 11 ... Outside camera, 12 ... In-car camera, 13 ... Automatic driving control part, 14 ... Collision judgment part, 15 ... Occupant protection control part (Control section) 16 Steering device 17 Braking device 18 Driving device 19 Airbag device 20 Seat belt device 21 Microcomputer 51 Other cars M Passenger

Claims (6)

A collision determination unit that determines the possibility of a collision in a collision avoidance control by automatic driving control of the vehicle or a collision avoidance operation by manual control;
A control unit that controls the behavior of the vehicle so as to promote an occupant behavior by the collision avoidance control or the collision avoidance operation when the collision determination unit determines the possibility of the collision;
Have
Vehicle occupant protection device. The control unit controls the vehicle so as to promote a shake or a movement state of a passenger caused by the collision avoidance control or the collision avoidance operation.
An occupant protection system for a vehicle according to claim 1. The control unit
The behavior of the vehicle is controlled to promote the behavior of the vehicle by the collision avoidance control of the automatic driving control.
An occupant protection system for a vehicle according to claim 1 or 2. The collision determination unit determines the possibility of a collision when it is predicted or expected that another object intrudes into an expected avoidance course by the collision avoidance control of the automatic driving control.
An occupant protection system for a vehicle according to any one of claims 1 to 3. The collision determination unit determines the possibility of a collision, when it is predicted that the path of the vehicle deviates from a predicted avoidance route by collision avoidance control of automatic driving control.
An occupant protection device for a vehicle according to any one of claims 1 to 4. In addition to the behavior control of the vehicle, the control unit
The occupant protection device is controlled to promote the behavior of the occupant by the collision avoidance control of the automatic driving control.
An occupant protection device for a vehicle according to any one of claims 1 to 5.

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