JP2022007768A - Display device - Google Patents

Abstract

To provide a display device that can display a cruisable distance while reducing psychological burdens on a driver.SOLUTION: A display device 100 comprises a data acquisition part 110, an energy calculation part 120, a cruisable distance calculation part 130, an arrival probability calculation part 140, a position acquisition part 150, and a display part 160. The display part 160 displays on a map a cruisable distance from a current position of a vehicle and an arrival probability that the vehicle can travel the cruisable distance.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a display device for displaying a cruising range.

Generally, a display device that calculates the cruising range according to the remaining battery of the vehicle and displays the cruising range is known. For the driver, information on whether the vehicle can reach the destination from the current position and how far it can travel, depending on the remaining battery of the vehicle, is of great interest and importance.

Further, since the battery deteriorates due to repeated charging and discharging and the full charge capacity becomes small, in recent years, a navigation device for calculating the cruising range in consideration of the deteriorated state of the battery has been disclosed (for example, a patent). See Document 1).

International Publication No. 2012/133670

However, in the navigation device disclosed in Patent Document 1, although the cruising range is calculated in consideration of the deterioration state of the battery, other factors are not considered. As a result, there arises a problem that the calculated cruising range cannot be actually traveled.

For example, road conditions such as traffic jams, weather, driving skills, tire deterioration, luggage load capacity, number of passengers, etc. affect battery consumption and cruising range. For this reason, the driver becomes anxious about the reliability of the calculated cruising range, and a situation arises in which he / she cannot concentrate on driving.

It is an object of the present disclosure to provide a display device capable of displaying the cruising range while reducing the psychological burden on the driver.

The display device in the present disclosure includes a data acquisition unit (110) that acquires actual data regarding energy consumption in the vehicle, at least one of the mileage and time, and energy for calculating the energy for traveling that can be used for traveling in the vehicle. Based on the calculation unit (120), the actual data acquired by the data acquisition unit, and the available travel energy calculated by the energy calculation unit, the cruising distance, which is the distance travelable from the current position of the vehicle, is calculated. The cruising range calculation unit (130), the arrival probability calculation unit (140) that calculates the arrival probability that the vehicle can reach the position corresponding to the cruising distance, and the position acquisition unit (150) that acquires the current position. It is provided with a display unit (160) that displays the cruising range and the arrival probability.

According to the present disclosure, the probability of reaching a position corresponding to the cruising distance, which is the distance travelable from the current position, is calculated as the reaching probability, and the cruising distance and the reaching probability are displayed, so that the driver can reach the cruising distance. Not only that, since it is possible to recognize the certainty that the cruising range will be realized, it is possible to reduce vague anxiety about the cruising range and reduce the psychological burden on the driver.

According to the present disclosure, it is possible to provide a display device capable of displaying the cruising range while reducing the psychological burden on the driver.

FIG. 1 is a block diagram showing a schematic configuration of a display device according to the present disclosure. FIG. 2 is a flowchart showing a calculation method of the cruising range and the arrival probability. FIG. 3 is a diagram showing the relationship between the cruising range and the arrival probability. FIG. 4 is a diagram showing a state in which the cruising distance from the current position of the vehicle and the probability of reaching the cruising distance are superimposed on the map. FIG. 5 is a diagram showing a state in which a region defined by a cruising distance starting from the current position of the vehicle is superimposed on a map in different modes according to the arrival probability. FIG. 6 is a diagram showing a state in which a region defined by a cruising distance starting from the current position of the vehicle is superimposed on a map with concentric circles centered on the current position of the vehicle according to the arrival probability.

Hereinafter, the embodiment b will be described with reference to the attached drawings. In order to facilitate understanding of the description, the same components are designated by the same reference numerals as possible in the drawings, and duplicate description is omitted.

As shown in FIG. 1, the display device 100 according to the present embodiment includes a data acquisition unit 110, an energy calculation unit 120, a cruising range calculation unit 130, a arrival probability calculation unit 140, and a position acquisition unit 150. , Is provided with a display unit 160. The display device 100 is used, for example, together with a navigation system mounted on a vehicle, and is generally fixedly installed in the vehicle, but may be removable.

The data acquisition unit 110 acquires, at least the energy consumption of the vehicle and the actual data regarding either the mileage or the time, which is stored in the electricity cost-cruising distance DB 10. Electric cost-The cruising range DB 10 stores actual data regarding the mileage, the energy consumed for the mileage, the time spent for the mileage, and the like.

The electricity cost-cruising range DB 10 may store data related to the vehicle or data related to vehicles other than the vehicle. In particular, data on vehicles of the same type as the vehicle or vehicles that tend to travel in the same area may be effectively utilized in inferring the characteristics of the vehicle.

Electricity cost-By accumulating a huge amount of data in the cruising distance DB10, the reliability of data related to the average electric cost (km / kWh) and the average vehicle speed (km / h) is improved, and the cruising distance and reach probability described later are improved. Also, more accurate and reliable calculation results can be obtained.

In the present embodiment, the electricity cost-cruising distance DB 10 is arranged on the cloud or outside the vehicle such as a server center, and the data acquisition unit 110 is the data stored in the electricity cost-cruising distance DB 10 via the network. However, it is not limited to this. For example, if a recording medium such as an HDD (Hard Disk Drive) or SSD (Solid State Drive) is mounted on the vehicle and the electricity cost-cruising distance DB 10 is constructed on the recording medium, the data acquisition unit 110 will be in a communication state. Data can be acquired at high speed without being affected by. Further, the data recorded in the electricity cost-cruising range DB10 mounted on the vehicle may be constantly updated in real time, or may be periodically updated during a period when the communication state is good. ..

The energy calculation unit 120 calculates the energy available in the vehicle as running energy. Typically, the remaining amount is detected from the battery 20 that is the drive source of the vehicle, and the available running energy is calculated. Generally, the battery deteriorates due to repeated charging and discharging, and the full charge capacity becomes small. Therefore, the available running energy may be calculated in consideration of the deteriorated state of the battery.

The cruising range calculation unit 130 calculates the cruising range of the vehicle based on the actual data acquired by the data acquisition unit 110 and the available traveling energy calculated by the energy calculation unit 120. For example, when the actual data acquired by the data acquisition unit 110 is the average electricity cost α = 4 (km / kWh) and the available running energy β = 5 (kWh) calculated by the energy calculation unit 120, the vehicle. The cruising range αβ = 20 (km) is calculated.

The arrival probability calculation unit 140 calculates the arrival probability that the vehicle can reach the cruising range. In the above example, the result of calculating the cruising range αβ = 20 (km) of the vehicle is actually the road condition such as traffic jam, weather, driving skill, tire deterioration state, load capacity of luggage, number of passengers, etc. , It changes depending on various factors. The arrival probability calculation unit 140 calculates the arrival probability of reaching the cruising distance, which indicates the reliability of the cruising distance, assuming such factors.

The calculation method 200 of the cruising range and the arrival probability will be described in detail with reference to FIGS. 2 and 3 by giving an example. As shown in FIG. 2, the data acquisition unit 110 acquires the average electricity cost α (step 210), and the energy calculation unit 120 calculates the running energy β available from the remaining battery (step 220). The cruising range calculation unit 130 calculates the cruising range αβ based on the average electricity cost α and the available traveling energy β (step 230).

Then, in the present embodiment, the arrival probability calculation unit 140 determines that the arrival probability of reaching the cruising range αβ is 50% (step 240). Next, the arrival probability calculation unit 140 sets the arrival probability of the cruising distance αβ / 2 to 100% and the cruising distance αβ × 2 as shown in FIG. 3 based on the arrival probability of the cruising distance αβ of 50%. Assuming that the arrival probability of is 20%, the cruising range and the arrival probability are associated with each other. Further, the arrival probability calculation unit 140 associates the cruising range 0 to αβ × 2 in the range of the arrival probability 20% to 100% (step 250). In other words, the arrival probability calculation unit 140 determines the arrival probability for a cruising range of 0 to αβ × 2 as 20% to 100%.

In the example shown here, the arrival probability of reaching the cruising range αβ was determined to be 50%, but it was determined after considering various factors as an arbitrary arrival probability greater than 0% and less than 100%. It doesn't matter. For example, if there is little traffic, the weather is good, the road surface is good, and the energy consumed outside of driving (for example, audio, lights, air conditioners, wipers, etc.) is small, the probability of reaching the cruising range αβ is 50. It may be determined that 60% or 70% is higher than%. When it is determined that the arrival probability of reaching the cruising range αβ is 70%, the cruising range in the range of the arrival probability of 0% to 100% is associated with the arrival probability of the cruising range αβ of 70%.

On the contrary, if the traffic is heavy, the weather is bad (heavy rain or storm, etc.), the road surface condition is bad (pavement rough or snow cover, etc.), and the energy consumed other than driving is large, the probability of reaching the cruising distance αβ is reached. May be determined to be 30% or 40%, which is lower than 50%. When the reach probability of reaching the cruising range αβ is determined to be 30%, the reachable distance in the range of 0% to 100% is associated with the reach probability of the reachable distance αβ of 30%.

In addition to the factors mentioned above, when the speed of the vehicle increases, the air resistance to the vehicle increases, and conversely, when the speed of the vehicle decreases too much, it is spent during the period other than driving compared to the mileage. It is expected that the proportion of energy generated will increase. If these are taken into consideration, the probability of arrival may be low.

By accumulating and analyzing such information (factors and conditions) as a huge amount of data, it is possible to calculate a more accurate cruising range and arrival probability. Analysis may be performed using AI (Artificial Intelligence) or the like.

Next, the display form in which the cruising range and the arrival probability shown in FIG. 3 are displayed on the map will be described in detail. The position acquisition unit 150 acquires the current position of the vehicle. Typically, the current position of the vehicle is acquired by using GPS (Global Positioning System) or the like mounted on the navigation system.

The display unit 160 displays on the map the cruising distance from the current position of the vehicle and the probability of reaching the cruising distance.

Specifically, the display unit 160 displays the map stored in the map DB 30, and superimposes the current position of the vehicle acquired by the position acquisition unit 150 on the map. The function of the navigation system mounted on the vehicle may be used.

Then, the display unit 160 displays on the map the cruising distance calculated by the cruising range calculation unit 130 and the arrival probability calculated by the arrival probability calculation unit 140, as described with reference to FIGS. 2 and 3. Superimpose.

As shown in FIG. 4, starting from the current position P of the vehicle, the regions defined by the cruising distances of 100%, 50%, and 20% of the arrival probabilities are maps using the boundary lines 401, 402, and 403, respectively. It is displayed above. It shows that the arrival probability that can be reached from the current position P of the vehicle is 100% for the closed area surrounded by the boundary line 401. The area outside the closed area surrounded by the boundary line 401 and surrounded by the boundary line 402 has a reach probability of 50% or more and less than 100% from the current position P of the vehicle. Is shown. The area outside the closed area surrounded by the boundary line 402 and surrounded by the boundary line 403 has a reach probability of 20% or more and less than 50% from the current position P of the vehicle. Is shown.

The boundary lines 401, 402, and 403 shown in FIG. 4 are generally round or elliptical, but are not limited to these, and it is assumed that they may be shown as uneven shapes for a specific area. .. For example, considering traffic congestion, road conditions, regional conditions, etc., in areas along suburban expressways where there is less traffic congestion, the cruising range becomes longer, and the boundary line is the current position P so as to surround the area. It becomes a convex shape in the direction away from. On the other hand, in mountainous areas, the road surface is not paved and there are many slopes, so it is expected that energy consumption will increase with respect to the mileage and so-called electricity costs will worsen, so the boundary line is the current position. It becomes concave in the direction away from P.

Here, the traffic jam situation is the day, time zone, holding of an event, etc., the road situation is a highway, a toll road, an arterial road, a branch road, etc., and the regional situation is the city center and the suburbs, etc. Is. These pieces of information may be stored in the electricity cost-cruising range DB10 and the map DB30, or may be separately stored in a database as a huge amount of data.

In the present embodiment, as shown in FIG. 4, the three-stage boundary lines 401, 402, and 403 at the arrival probabilities of 100%, 50%, and 20% are displayed, but the present invention is not limited thereto. The boundary line of one step, two steps, or four steps or more may be displayed. The number of display stages of the boundary line and the probability of arrival may be selectable according to the situation or the preference of the driver. For example, if you want to check the range that the driver can reach with certainty, display only the boundary line of one step with a reach probability of 100%, or set the reach probability from 100% to 50% in 6 steps at 10% intervals. Borders may be displayed.

Further, the boundary lines 401, 402 and 403 shown in FIG. 4 use the same line type, but for example, lines having different thicknesses, lines of different colors, or lines of different types ( Dotted line, dashed line, alternate long and short dash line, etc.) may be used. In particular, when the distance between the boundary lines is narrow, or when it is difficult to see due to the influence of the road and features shown on the map, better visibility can be ensured for the driver.

As described above, according to the display device 100 according to the present disclosure, in order to display the cruising distance from the current position of the vehicle and the probability of reaching the cruising distance, the driver can display the displayed cruising distance. The reliability of the can be grasped by the arrival probability. As a result, the psychological burden on the driver is reduced, and it is possible to concentrate on safe driving.

In the present embodiment, the vehicle is an electric vehicle, and the display device 100 has been described assuming that the display device 100 is applied to the electric vehicle, but the application of the display device 100 is limited to the electric vehicle. It is not something that will be done. For example, the display device 100 may be applied to a hybrid car, a plug-in hybrid car, and other vehicles driven by electricity. Further, the user who uses the display device 100 is mainly a driver of a vehicle, but the present invention is not limited to this, and may be, for example, a passenger or the like.

In the above description, as shown in FIG. 4, the cruising range of the vehicle from the current position P is displayed using a boundary line according to the arrival probability. The display mode of the arrival probability is not limited to this, and as an example, it reaches the area defined by the cruising distance starting from the current position P of the vehicle by replacing or adding to the boundary line. There is an aspect of displaying using different display modes depending on the probability.

As shown in FIG. 5, the area 501 surrounded by the boundary line 401 and closed, the area 502 outside the closed area surrounded by the boundary line 401 and closed by the boundary line 402, and The area 503, which is outside the area surrounded by the boundary line 402 and closed and surrounded by the boundary line 403, is displayed on the map using different display modes. They are superimposed on the map in different display modes, each with different shades of color or with different transparency.

Further, the different display modes are not limited to the shade or transparency of the color, and for example, different colors (blue, yellow, red, etc.) may be applied in the first place, or different patterns (hatching, dots, etc.) may be applied. It may be applied or a combination of these may be used.

Although the boundary lines 401, 402, and 403 are displayed in FIG. 5, if the areas 501, 502, and 503 are displayed using different display modes, the boundary lines 401, 402, 403, and the like are clearly defined. The line does not have to be displayed. Whether or not to display a clear boundary line may be appropriately selected in consideration of the driver's preference and visibility.

Further, when the probability of reaching the cruising distance is shown by continuous data as shown in FIG. 3, the area defined by the cruising distance starting from the current position P of the vehicle is displayed on the map. It may be displayed using a gradation according to the arrival probability. Specifically, the region 501 adopts blue, the region 502 gradually changes from blue to a yellowish color from the region 501 toward the region 503, and the region 503 gradually changes from yellow to red as the distance from the region 502 increases. Try to change the color to a tinged color.

Further, the gradation is not limited to the one using the change of the color tone, and for example, the gradation is expressed by using the change of brightness, shading, transparency, hatching and dot sparse density, display definition, and the like. It doesn't matter. Specifically, high definition is used for a region having a high arrival probability, and the definition is displayed so as to gradually become coarser as the arrival probability decreases. It is less necessary for the driver to check the detailed map in the area where the arrival probability is low, and the display processing performance of the entire map can be improved by setting the definition high and low.

As described above, in this display mode, it has been described that the area defined by the cruising range starting from the current position of the vehicle is displayed on the map using different display modes according to the arrival probability. According to this display mode, the driver can more intuitively grasp the arrival probability with respect to the cruising range.

In the above description, it is assumed that the boundary lines 401, 402, and 403 shown in FIG. 4 may be shown in an uneven shape for a specific area, for example, in consideration of traffic congestion conditions, road conditions, regional conditions, and the like. explained. A mode in which the boundary line is intentionally displayed as a concentric circle centered on the current position P of the vehicle will be described.

As shown in FIG. 6, the boundary lines 601, 602 and 603 are concentric circles centered on the current position P of the vehicle in the area defined by the cruising distance starting from the current position P of the vehicle according to the arrival probability. Is superimposed on the map.

As explained above, if various data are analyzed using AI, etc. in consideration of traffic congestion, road conditions, regional conditions, etc., it is possible to set a boundary line that shows a more accurate and reliable arrival probability. However, in the present embodiment, the boundary line is set by a simpler method.

If various data are analyzed, there is a possibility that the arithmetic processing becomes complicated and the processing time becomes long, and the shape of the boundary line also becomes complicated. On the other hand, it may be sufficient for the driver to have a rough prediction of the cruising range and the arrival probability. In such a case, as a simpler display mode, the boundary lines 601, 602, and 603 are set by concentric circles centered on the current position P of the vehicle according to the arrival probability.

As described above, according to this display mode, the complexity of the arithmetic processing is reduced, and the driver can grasp the rough prediction of the arrival probability for the cruising range more quickly.

The display device 100 in the present embodiment includes a data acquisition unit 110 that acquires actual data regarding energy consumption in the vehicle, at least one of the mileage and time, and energy for calculating the traveling energy that can be used for traveling in the vehicle. Based on the actual data acquired by the calculation unit 120 and the data acquisition unit 110, and the running energy calculated by the energy calculation unit 120, it is possible to calculate the cruising distance, which is the distance that can be traveled from the current position of the vehicle. The distance calculation unit 130, the arrival probability calculation unit 140 that calculates the arrival probability that the vehicle can reach the position corresponding to the cruising distance, the position acquisition unit 150 that acquires the current position, and the cruising distance and the arrival probability are displayed. A display unit 160 and a display unit 160 are provided.

According to the present embodiment, the probability of reaching a position corresponding to the cruising distance, which is the distance travelable from the current position, is calculated as the arrival probability, and the cruising distance and the arrival probability are displayed, so that the driver can navigate. Since it is possible to recognize not only the distance but also the certainty that the cruising range will be realized, it is possible to reduce vague anxiety about the cruising range and reduce the psychological burden on the driver. ..

The display unit 160 in the present embodiment displays the arrival probability of the area defined by the cruising distance from the current position on the map in a visible manner by dividing it into predetermined bands.

Since the cruising range and the arrival probability are displayed on the map, the driver can intuitively recognize how much probability and how far he can go. As for the display mode on the map, the arrival probability is divided into predetermined bands and displayed in a visually recognizable manner. Therefore, for example, information such as what kind of place can be navigated with a arrival probability of 70% to 80%. Can be intuitively recognized, and the psychological burden on the driver is further reduced.

The display unit 160 in the present embodiment displays the arrival probability as a closed line that divides the arrival probability into predetermined bands.

By displaying the arrival probability as a closed line that divides each predetermined band, the arrival probability is displayed in a visible manner for each predetermined band. Therefore, for example, a closed line corresponding to 70% arrival probability, 80%. It is possible to classify the arrival probability as if it were a contour line or an isobar, such as a closed line corresponding to the arrival probability of, and more intuitively, what kind of place and what kind of arrival probability can be navigated. Information can be recognized, and the psychological burden on the driver is further reduced.

The display unit 160 in the present embodiment displays the arrival probability for each predetermined band using the shading of the image.

By displaying the arrival probability in shades of the image according to the arrival probability, the arrival probability is displayed in a visible manner for each predetermined band. Therefore, for example, a region corresponding to the arrival probability of 70% to 80% is displayed in a relatively light image. It is possible to navigate to what place and with what probability, more intuitively by the shade of the image, such as displaying and displaying the area corresponding to the arrival probability of 80% to 90% with a relatively dark image. Information such as whether or not the image can be recognized, and the psychological burden on the driver is further reduced.

The display unit 160 in the present embodiment displays the arrival probability for each predetermined band using the fineness of the display definition of the image, and is a low probability region having a lower arrival probability than the high probability region having a high arrival probability. The display definition of is coarsely displayed.

Since the display definition of the low-probability area with a low arrival probability is roughly displayed, it is possible to simplify the display of the low-probability area where the driver does not need detailed information. On the other hand, since the display definition of the high-probability region having a high arrival probability is displayed in detail, the display of the high-probability region in which the driver needs detailed information can be made more detailed. Furthermore, when looking at the entire map, the driver's attention can be drawn to the high-probability area, so that the psychological burden on the driver can be further reduced.

The display unit 160 in the present embodiment displays the arrival probability by dividing it into concentric circles centered on the current position for each predetermined band.

Since the concentric circles centered on the current position are used to display the arrival probability separately for each predetermined band, the display on the map is simplified, the load of information processing is reduced, and the driver recognizes it. The load is reduced.

The cruising range calculation unit 130 in the present embodiment has a cruising range from the average electricity cost α (km / kWh) acquired by the data acquisition unit 110 and the available energy β (kwh) calculated by the energy calculation unit 120. After calculating αβ (km), the arrival probability calculation unit 140 determines an arbitrary arrival probability that is greater than 0% and less than 100% in correspondence with the cruising distance αβ, and determines the cruising distance αβ. Based on the probability, the cruising range in the range of the arrival probability of 0% to 100% is associated.

Each embodiment has been described above with reference to specific examples. However, the present disclosure is not limited to these specific examples. These specific examples with appropriate design changes by those skilled in the art are also included in the scope of the present disclosure as long as they have the features of the present disclosure. Each element included in each of the above-mentioned specific examples, its arrangement, conditions, a shape, and the like are not limited to those exemplified, and can be appropriately changed. The combinations of the elements included in each of the above-mentioned specific examples can be appropriately changed as long as there is no technical contradiction.

Further, the display modes described in each embodiment can be combined or switched according to the driver's preference and usage status. The combination and switching of these display forms may be set in advance, or may be carried out automatically or according to the operation of the driver as appropriate.

The controls and methods thereof described in the present disclosure are realized by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. May be done. Alternatively, the controls and methods thereof described in the present disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the control unit and method thereof described in the present disclosure may be a combination of a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. It may be realized by one or more dedicated computers configured. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.

100: Display device 110: Data acquisition unit 120: Energy calculation unit 130: Cruising distance calculation unit 140: Arrival probability calculation unit 150: Position acquisition unit 160: Display unit 401, 402, 403: Boundary line 501, 502, 503: Areas 601, 602, 603: Boundary line 10: Electricity cost-Cruising distance DB
20: Battery 30: Map DB
P: Current position

Claims (7)

It ’s a display device,
A data acquisition unit (110) that acquires actual data regarding energy consumption in a vehicle, at least one of mileage and time, and
An energy calculation unit (120) that calculates the running energy that can be used for running in the vehicle, and
A cruising distance calculation unit that calculates the cruising distance, which is the distance that the vehicle can travel from the current position of the vehicle, based on the actual data acquired by the data acquisition unit and the traveling energy calculated by the energy calculation unit. 130) and
The arrival probability calculation unit (140) that calculates the arrival probability that the vehicle can reach the position corresponding to the cruising range, and the arrival probability calculation unit (140).
The position acquisition unit (150) for acquiring the current position and
A display unit (160) for displaying the cruising range and the arrival probability is provided. The display device according to claim 1.
The display unit displays the arrival probability in a visible manner by dividing the arrival probability into predetermined bands on a map for a region defined by the cruising distance from the current position. The display device according to claim 2.
The display unit displays the arrival probability as a closed line that divides the arrival probability into predetermined bands. The display device according to claim 2.
The display unit displays the arrival probability for each predetermined band using the shade of the image. The display device according to claim 2.
The display unit displays the arrival probability for each predetermined band using the fineness of the display definition of the image, and is a low probability region having a lower arrival probability than the high probability region having a high arrival probability. The display definition is coarsely displayed. The display device according to claim 2.
The display unit displays the arrival probability by dividing it into concentric circles centered on the current position for each predetermined band. The display device according to any one of claims 1 to 6.
The cruising range calculation unit has a cruising range αβ (km) from the average electricity cost α (km / kWh) acquired by the data acquisition unit and the available energy β (kwh) calculated by the energy calculation unit. And calculate
The arrival probability calculation unit determines an arbitrary arrival probability that is greater than 0% and less than 100% in correspondence with the cruising distance αβ, and is based on the arrival probability determined as the cruising distance αβ. Correspond the cruising range in the range of arrival probability 0% to 100%.

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