JP3873776B2 - Adjustment bolt sealing structure - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a sealing structure of the adjustment bolt of an engine with a bolt for adjusting the maximum rotation speed of no load such as a mobile agricultural machine.
[0002]
[Prior art]
Diesel engines are used as prime movers in mobile agricultural machines such as tractors.
The diesel engine performs engine output adjustment by limiting the fuel injection amount from the fuel injection pump so as not to exceed a predetermined amount in an excessive air state. For example, as shown in the side view of the main part of the engine in FIG. 17A and the plan view of the main part of the engine in FIG. 17B, a flange 168 protruding from one wall surface of the engine gear case 115 is passed through. A load maximum rotation speed adjusting bolt 126 is attached, and when the control lever 116 interlocked with the accelerator lever of the cockpit is swung in the direction of the arrow (1), the adjustment bolt 126 is made to come into contact. By adjusting the position of the fuel injection, the fuel injection amount does not exceed the maximum value at the maximum no-load rotation.
[0003]
The adjustment of the maximum fuel injection amount at the time of no load is performed by adjusting the advance / retreat direction of the adjustment bolt 126 before shipment from the factory, and the flange of the engine gear case 115 is set so that the advance / retreat position of the adjustment bolt 126 is not easily changed after shipment. The base side (the end side where the control lever 116 does not come into contact) of the adjustment bolt 126 on the outside of 168 is sealed with a cap 173.
[0004]
[Problems to be solved by the invention]
However, the tip of the adjustment bolt 126 (the end with which the control lever 116 abuts) is not covered with the cap 173, so that the driver who wants to increase the output during heavy load work has a tip of the bolt 126. There is a connoisseur who changes the adjustment position of the maximum fuel injection amount at the time of the no-load maximum rotation by operating after the factory shipment. If the adjustment position of the maximum fuel injection amount is changed, not only the output state of the engine becomes unsatisfactory, but also the concentration of nitrogen oxides and particulates in the exhaust gas becomes high.
[0005]
Therefore, the present invention is to provide a sealing structure for a no-load maximum rotation speed adjustment bolt such as a mobile agricultural machine in which the no-load maximum rotation speed adjustment bolt cannot be easily operated after factory shipment.
[0006]
[Means for Solving the Problems]
The above-described problems of the present invention are solved by the following configuration.
According to the first aspect of the present invention, the no-load time for restricting the maximum injection amount of the injection pump of the fuel injected into the engine 43 by passing through the flange 68 of the fixed wall constituting the gear case 15 of the engine 43. An adjustment bolt 26 for adjusting the maximum engine speed is provided, covers the base of the adjustment bolt 26 that protrudes to one side of the flange 68 of the fixed wall, and the adjustment bolt 26 that protrudes to the other side of the flange 68. It is the sealing structure of the adjustment bolt which provided the non-removable sealing cap 73 in which the wall surface extended to the front-end | tip part.
[0007]
According to the first aspect of the invention, since the cap 73 covering the adjustment bolt 26 covers the vicinity of the tip of the adjustment bolt 26, the tip of the adjustment bolt 26 cannot be sandwiched with pliers or the like.
[0008]
The invention according to claim 2 limits the maximum injection amount of the fuel injection pump that is injected into the engine in the hole 68′a provided in the flange 68 ′ of the fixed wall constituting the gear case 15 of the engine 43. The adjustment bolt 26 that adjusts the maximum engine speed when there is no load is arranged so that the base portion protrudes to one side of the flange 68 ′, and the tip end portion of the adjustment bolt 26 is the hole 68 of the flange 68 ′. A slit 68'b that is located inside 'a and that can contact the tip of the adjusting bolt 26 after the component 16a of the control lever 16 that controls the injection amount of the fuel injection pump is inserted is provided in the flange 68'. The adjustment bolt sealing structure is provided with a sealing cap 73 attached to the base of the adjustment bolt 26 projecting to one side of the flange 68 ′ so as not to be removed.
[0009]
According to the second aspect of the present invention, the component (flat plate portion) 16a of the control lever 16 enters the slit 68'b so that the position where it contacts the tip of the adjustment bolt 26 becomes the maximum rotational speed when there is no load. The adjustment position of the maximum fuel injection amount is not changed after the shipment from the factory by covering the base side of the adjustment bolt 26 protruding from the flange 68 ′ with the cap 73 before the shipment from the factory. Output performance does not change.
[0010]
【The invention's effect】
According to the first aspect of the present invention, since the cap 73 covers the vicinity of the tip of the adjustment bolt 26, the tip of the adjustment bolt 26 cannot be sandwiched with pliers or the like, and the no-load maximum rotational speed state ( (Hereinafter referred to as “high idle”) cannot be changed after shipment from the factory, the output performance of the engine does not change, the durability of the engine can be maintained, and the increase in the concentration of the air pollutant component of the exhaust gas component can be suppressed.
[0011]
According to the second aspect of the present invention, since the tip of the adjustment bolt 26 is located inside the flange 68 'after shipment from the factory, the adjustment bolt 26 cannot be gripped by the user or the like. It cannot be changed later, the output performance of the engine does not change, the durability of the engine can be maintained, and the increase in the concentration of air pollutant components of exhaust gas components can be suppressed.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
An embodiment of the present invention will be described by taking a tractor as an example.
A schematic side view of the tractor is shown in FIG. The front wheel 33 and the rear wheel 34 of the tractor are supported by a vehicle body 35 as a main frame, and a radiator 37, a fan 65, an engine intake port 39 and an air cleaner 41, an engine 43, and an engine 43 are respectively provided on the vehicle body 35. The case 15, the flywheel 45, the muffler 47, the transmission case 48, the cockpit 50, the steering handle 51, and the like are mounted. Parts other than the cockpit 50 and the steering handle 51 are covered with a bonnet 52 and a floor cover 64. The rotational power of the engine 43 is transmitted to a transmission (not shown), a front / rear switching device, etc., housed in a transmission case 48, and constitutes a traveling drive system that drives the front and rear wheels 33 and 34. The driving force of the engine 43 is transmitted from the transmission case 48 to the front wheel 33 via the precursor shaft 49, the joint 59, and the front differential 54 in order, and the rear wheel 34 is supplied with a differential (not shown) in the rear transmission case 53 from the transmission case 48. Engine power is transmitted via the. In addition to the steering handle 51, the cockpit 50 is provided with an accelerator lever 55, an accelerator pedal 56, and the like.
[0013]
2 shows a left side view of the engine 43, FIG. 3 shows a right side view, and FIG. 4 shows a plan view. A front plate 38 is provided between the gear case 15 and the engine body 10. A rear plate 57 is provided between the engine body 10 and the flywheel 45, an oil pan 58 is disposed at the lower part of the engine body 10, and a cylinder head 60 is disposed at the upper part of the engine body 10. A head cover 61 is arranged on the top. Further, a generator 62 is disposed above the side surface of the engine body 10, and an exhaust manifold 63 is disposed at the center of the side surface. A fan 65 is provided in front of the engine 43.
[0014]
A water pump cover 66 is provided above the gear case 15, and a suction port 66 a for sucking the cooling water in the radiator 37 is provided by an internal water pump. The sucked cooling water is supplied from the engine body 10 to the cylinder head 60. To return to the radiator 37. Further, the gear case 15 has a stopper cover on the governor side, a no-load maximum rotation speed (high idle) adjusting bolt 26 that regulates the movement of the throttle arm, and a mounting seat (flange) 68 of the bolt 26 (high idle stopper screw). A load minimum rotation speed (hereinafter referred to as “low idle”) stopper screw 27 is provided.
[0015]
The no-load maximum rotation speed adjusting bolt 26 and the low idle stopper screw 27 adjust the amount of operation of the injection pump 13 in the injection pump storage case 71, and the engine output is controlled as the exhaust gas is cleaned.
[0016]
5 and 6 are partial cross-sectional views of the gear case, FIG. 7 is a front view of the gear case, FIG. 8 is a side view of the main part in the gear case, and FIG. 9A is a side view of the gear case portion. 9 (b) is a plan view of the gear case portion, and FIG. 9 (c) is a front view of the gear case portion.
[0017]
A camshaft 11 for driving the injection pump 13 is mounted on one side of the engine body 10 in the cam chamber 12, and the fuel injection amount of the injection pump 13 is controlled above the cam chamber 12. A control rack 14 is provided. Further, a governor weight 4 is provided on the extension of the camshaft 11 in a part of the gear case 15 on the front surface of the engine body 10, and the tension arm 3 and the floating arm 5 are pivotally supported by the arm shaft 9, and the gear case 15 outside A control arm 1 that is connected to a control lever 16 provided in the shaft and provided inside the gear case 15 is pivotally supported around a shaft 17. A control link 18 is connected between the upper end of the floating arm 5 in the gear case 15 and the control rack 14 on the cam chamber 12.
[0018]
The floating arm 5 has a bifurcated upper end (see FIG. 7) and has an interlocking pin 19 parallel to the arm shaft 9, and this interlocking pin 19 is loosely engaged with a long hole 20 at the front end of the control link 18. is doing. Further, the intermediate portion of the floating arm 5 approaches the slide piece 21 moved back and forth by the centrifugal action of the governor weight 4 along the front end portion of the camshaft 11, and receives the pushing force of the slide piece 21 and swings forward. Moved. A cam gear 22 driven from the crankshaft side is provided at the front portion of the camshaft 11, and a governor weight 4 is attached to the front surface of the cam gear 22.
[0019]
The tension arm 3 is pivotally supported on the arm shaft 9 so as to straddle the base portion of the floating arm 5 with the base portion being bifurcated, and is positioned on the front side of the floating arm 5. The Anglich 6 is provided at the upper end portion of the tension arm 3 so as to face the front surface of the interlocking pin 19, and is configured to be able to be interlocked and interlocked by contact. Further, the stopper portion 8 protrudes above the Anglich 6 and can be brought into contact with the rear end portion of the full load stopper 7. The full load stopper 7 is for fuel adjustment, and can be screwed into the upper portion of the gear case 15 to adjust the rotation from the outside of the gear case 15. It is provided freely. On one side of the tension arm 3, a spring mounting portion 23 protrudes toward one side of the gear case 15, and is tensioned toward the control link 18 by a weak idle spring 24, so that a low speed during idling is achieved. It is provided to stabilize the rotation at the time.
[0020]
Moreover, the principal part perspective view of the control lever 16 and its side view are shown to Fig.10 (a) and FIG.10 (b), respectively. The control lever 16 is interlocked by a wire 28 (FIGS. 1, 4 and 10B) which is located outside the gear case 15 and is operated by operating the accelerator lever 55 or the accelerator pedal 56. A wire 28 a (FIG. 10B) is fixed to the tip of the wire 28, and the hole of the member 16 c having a “<” shape in cross section, which is fixed to the side surface of the flat plate portion 16 a of the control lever 16. Since the wire 28 is operated by operating the accelerator lever 55 or the accelerator pedal 56, the flat plate portion 16a rotates in the direction of arrow A (FIG. 10B). The lower end of the plate member 16a is always pulled by a spring 25 as shown in FIG. 9 (a).
[0021]
As shown in FIG. 9A, the control lever 16 has a return spring 25, and is urged to rotate to a low speed side to set and adjust high idle so as to adjust the high idle speed (hereinafter simply referred to as an adjustment bolt). 26) and an adjustment bolt 27 for setting and adjusting the low idle.
[0022]
On the other hand, the control arm 1 is in the gear case 15 and is pulled by the governor spring 2 (FIG. 6) between the front tension arm 3 and fixed to the same rotation shaft as the control lever 16, so that the control lever The tension plate 3 can be rotated to the high speed side or the low speed side via the governor spring 2 by rotating the 16 flat plate portions 16a in the direction of the arrow A (FIG. 10B) or in the opposite direction. .
[0023]
The Anglich 6 is integrally provided at the tip of the tension arm 3, and has a spring 46 and a slider 42 that can be movably fitted in the front-rear direction in the spring case 40. The head portion 44 is formed in a disk shape larger than the diameter of the spring case 40, and the head portion 44 can come into contact with the edge portion of the spring case 40 when the spring 46 is compressed. Further, the interlocking pin 19 of the floating arm 5 abuts on the surface of the head 44. In this way, the head 44 of the slider 42 is formed into a disk-like flat surface with respect to the spring case 40 of the Anglich 6 so as to abut against the end surface of the spring case 40, so that local wear of both contact surfaces occurs. Therefore, the change in the fuel injection amount due to engine vibration or the like can be reduced and stabilized.
[0024]
The control link 18 is interlocked between the rack pin 29 of the control rack 14 and the interlocking pin 19 of the floating arm 5, and the rack pin 29 is formed to have a diameter appropriately larger than the diameter of the rack pin 29. Then, it is fitted into a pin hole 32 having a floating gap, and a set spring 30 of appropriate pressure is provided between the rack pin 29 and the long hole 20 portion side of the control link 18 in a direction in which the pressure is appropriately pulled. 29 is provided with a start spring 31 that is weaker than the set spring 30 and that pulls in the opposite direction to the set spring 30. This start spring 31 is set spring because the floating arm 5 is swung in the direction of arrow B (FIG. 5) by the governor weight 4 and the control link 18 is moved in the direction of arrow C when the engine speed is low. 30 is loosened and the rack pin 29 moves in the same direction, and the control rack 14 integrated with the rack pin 29 moves in the direction of arrow C to increase the amount of injected fuel. When the engine rotates at a high speed, the governor weight 4 causes the reverse operation, and the control link 18 moves in the direction of the counter arrow C, pulls the set spring 30 and moves the rack pin 29 against the start spring 31 in the counter arrow C. It moves in the direction and comes to reduce the injected fuel.
[0025]
According to such a configuration, the rattling in the loose clearance between the rack pin 29 and the pin hole 32 is absorbed by the start spring 31 and the set spring 30, so vibration due to torque fluctuation or rotation fluctuation on the high speed side. And the performance can be stabilized.
[0026]
In the above configuration, the tension arm 3 that is rotated from the control arm 1 side via the governor spring 2 and the floating arm 5 that is operated by the governor weight 4 are provided so as to be swingable around the same arm shaft 9. 3 is provided with an Anglich 6 that receives the swing of the floating arm 5, and a stopper portion 8 that is in contact with the full load stopper 7 for adjusting the fuel by being locked at the swing limit position of the tension arm 3 in the vicinity of the Anglich 6. This is a configuration provided.
[0027]
Therefore, when the control lever 16 is rotated, the control arm 1 interlocked with the lever 16 is actuated, and then the tension arm 3 is swung around the arm shaft 9 via the governor spring 2, via the Anglich 6. The control rack 14 moves together with the floating arm 5. Since the control rack 14 controls the fuel injection amount of the injection pump 13, the engine speed can be controlled.
[0028]
In this embodiment, the no-load maximum rotation speed adjustment is made so that it cannot be easily operated after shipment from the side view of FIG. 9A, the plan view of FIG. 9B, and the front view of FIG. 9C. The mounting structure of the bolt 26 is shown in detail.
[0029]
In the mounting structure of the adjustment bolt 26 of the present embodiment, the adjustment bolt 26 is attached to a flange 68 projecting outward from the gear case 15 in an orthogonal direction so that the adjustment bolt 26 can be expanded and contracted. In the configuration for adjusting the high idle, the base side of the adjustment bolt 26 protruding from the flange 68 of the gear case 15 (opposite side of the gear case 15) is covered, and the front end side (gear case 15 side) of the adjustment bolt 26 is also provided. A cap 73 that covers the side surface of the gear case 15 except for the side facing the wall surface of the gear case 15 is attached to the bolt locking nut 74 with one touch, and the cap 73 is attached so that it cannot be rotated more than a certain amount. It is.
[0030]
Since the cap 73 covering the bolt 26 and the nut 74 with the rubber ring 74a for locking the adjustment bolt 26 to the flange 68 covers the vicinity of the tip of the adjustment bolt 26, the tip of the adjustment bolt 26 is covered. Cannot be pinched with pliers. Therefore, unless the cap 73 is broken, the high idle state cannot be changed after shipment from the factory, the engine output performance does not change, the durability of the engine can be maintained, and the increase in the concentration of air pollutant components of the exhaust gas components can be suppressed.
[0031]
Further, as shown in the perspective view of FIG. 11A, the plan view of FIG. 11B, and the side view of FIG. 11C, the gear case 15 is provided with a relatively wide flange 68 ′ for inserting the adjustment bolt. A mounting hole 68'a having a female thread portion for screwing the adjusting bolt 26 into the flange 68 'is provided. Further, the flange 68 'is provided with a slit 68'b into which the flat plate portion 16a of the control lever 16 can enter. The depth of the slit 68′b is set such that the tip of the adjustment bolt 26 appears in the slit 68′b.
[0032]
For this reason, the flat plate portion 16a of the control lever 16 enters the slit 68'b, and the position where it contacts the tip of the adjusting bolt 26 is adjusted before shipping so that the maximum rotation speed under no load is reached. The base side of the adjustment bolt 26 protruding from “is covered with a cap 73.
[0033]
According to this configuration, since the tip end portion of the adjustment bolt 26 is inside the flange 68 ′ after shipment from the factory, the user or the like cannot grasp the adjustment bolt 26.
[0034]
Further, as shown in the perspective view of FIG. 12, the thickness of the flange 68 ″ may be made thicker. In this configuration, the flange 68 ″ is stronger than the configuration shown in FIGS.
[0035]
Further, as shown in the side view of FIG. 13A and the front view of FIG. 13B, the front where the control arm 1 extending inside the gear case 15 having the same rotation shaft 1a as the rotation shaft 16b of the control lever 16 is locked. The end of the opening of the plate 38 is configured as a stopper 38a when the control arm 1 moves to the high idle side.
[0036]
Conventionally, as shown in the side view of FIG. 14 (a) and the front view of FIG. 14 (b), the rotation angle of the control lever 16 is at the position where it abuts the adjustment bolt 26 when the control lever 16 moves to the high idle side. At this time, the control arm 1 provided integrally with the rotary shaft 16b of the control lever 16 is designed to abut against the end portion 38c of the opening 38b of the front plate 38. However, in the configuration shown in FIG. 14, if the adjustment bolt 26 is moved after shipment from the factory, the fuel injection amount of the engine deviates from an appropriate value.
[0037]
Therefore, as shown in the side view of FIG. 13A and the front view of FIG. 13B, the lower left side of the opening 38b of the front plate 38 shown in FIG. 13 serves as a stopper when the control arm 1 moves to the high idle side. A stopper surface 38a is provided on the edge 38c.
[0038]
Therefore, even if the control lever 16 is rotated, the rotation angle is 11 degrees at the maximum, and the adjustment bolt 26 is not contacted. Since the control arm 1 for adjusting the rotation inside the engine and the front plate 38 constitute a stopper for restricting the rotation of the control lever 16, it is impossible to increase the rotational speed when the engine is unloaded to a set value or more unless the engine is disassembled. become.
[0039]
When the control lever 16 is rotated as described with reference to FIGS. 5 to E, the control arm 1 interlocked with the lever 16 operates, and then the tension arm 3 swings around the arm shaft 9 via the governor spring 2. The control rack 14 that controls the fuel injection amount of the injection pump 13 is moved together with the floating arm 5 through the Anglich 6.
[0040]
Therefore, as shown in a side view of the main part in FIG. 15, a bolt 77 for restricting the stroke of the control arm 1 and a lock nut 78 for restricting the position of the bolt 77 are provided in the gear case 15 to rotate the control lever 16. Thus, even if the advance / retreat position of the adjustment bolt 26 is changed, since the rotation range of the control lever 16 is restricted, the initial setting of the maximum no-load maximum rotation speed can be maintained, and stable engine performance is guaranteed. it can.
[0041]
Further, as shown in the side view of the main parts of the injection pump storage case 71 and the gear case 15 in FIG. 16, an adjustment screw 80 is provided at a position where it abuts against the tip of the control arm 1 fixed to the control lever 16, and a high idle (No-load maximum rotation speed) can be adjusted. The adjustment screw 80 is fixed to the inner wall of the side lid of the injection pump storage case 71.
[Brief description of the drawings]
FIG. 1 is a schematic side view of a tractor according to an embodiment of the present invention.
FIG. 2 is a left side view showing the engine appearance of the tractor of FIG.
FIG. 3 is a right side view showing the engine appearance of the tractor of FIG. 1;
4 is a plan view showing the engine appearance of the tractor of FIG. 1. FIG.
FIG. 5 is a side sectional view of the inside of the gear case portion of the engine of the tractor of FIG. 1;
6 is a partially enlarged side sectional view of FIG. 5. FIG.
7 is a partial front view of FIG. 5;
FIG. 8 is a partial side view of FIG. 7;
9 is a side view (FIG. 9A), a plan view (FIG. 9B), and a front view (FIG. 9C) of a gear case portion of the engine of the tractor of FIG.
FIG. 10 is a perspective view (FIG. 10 (a)) and a side view (FIG. 10 (b)) of a main part of a control lever of the tractor of FIG.
11 is a perspective view (FIG. 11A), a plan view (FIG. 11B), and a side view (FIG. 11C) of the gear case portion of the engine of the tractor of FIG.
12 is a perspective view of a modification of FIG.
13 is a side view (FIG. 13 (a)) and a front view (FIG. 13 (b)) of the gear case portion of the engine of the tractor of FIG.
FIGS. 14A and 14B are a side view (FIG. 14A) and a front view (FIG. 14B) of a gear case portion of a conventional tractor engine.
FIG. 15 is a side view of the main part near the control arm of the tractor of FIG. 1;
16 is a side view of an injection pump and a gear case portion of the engine of the tractor of FIG. 1. FIG.
FIG. 17 is a side view (FIG. 17 (a)) and a plan view (FIG. 17 (b)) of a main part of a conventional tractor engine.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Control arm 2 Governor spring 3 Tension arm 4 Governor weight 5 Floating arm 6 Anglich 7 Full load stopper 8 Stopper part 9 Arm shaft 10 Engine body 11 Cam shaft 12 Cam chamber 13 Injection pump 14 Control rack 15 Gear case 16 Control lever 16a Flat plate Portion 16b Rotating shaft 16c Cross-section member 16ca Hole 17 Shaft 18 Control link 19 Linking pin 20 Long hole 21 Slide piece 22 Cam gear 23 Spring mounting portion 24 Idle spring 25 Return spring 26 Adjustment bolt 27 Adjustment bolt 28 Wire 28a Tyco 29 Rack pin 30 Set spring 31 Start spring 32 Pin hole 33 Front wheel 34 Rear wheel 35 Car body 37 Radiator 3 Front plate 38a Stopper surface 38b Opening 38c Lower edge 39 Engine inlet 40 Spring case 41 Air cleaner 42 Slider 43 Engine 44 Head 45 Flywheel 46 Spring 47 Muffler 48 Transmission case 49 Precursor shaft 50 Driver's seat 51 Steering handle 59 joint 52 bonnet 53 rear transmission case 54 front differential 55 accelerator lever 56 accelerator pedal 57 rear plate 58 oil pan 60 cylinder head 61 head cover 62 generator 63 exhaust manifold 64 floor cover 65 fan 66 water pump cover 66a cooling water inlet 68, 68 ', 68''flange (mounting seat)
68'a Mounting hole 68'b Slit 71 Injection pump storage case 72 Intake manifold 73 Sealing cap 74 Bolt locking nut 74a Rubber ring 77 Bolt 78 Lock nut 80 Adjustment screw

Claims (2)

An adjustment bolt 26 for adjusting the maximum engine speed at no load for restricting the maximum injection amount of the injection pump of the fuel injected into the engine 43 is provided on the flange 68 of the fixed wall constituting the gear case 15 of the engine 43. Provided,
A non-removable seal that covers the base of the adjustment bolt 26 protruding to one side of the flange 68 of the fixed wall and has a wall extending to the tip of the adjustment bolt 26 protruding to the other side of the flange 68 A sealing structure for an adjusting bolt, wherein a cap 73 is provided. No-load engine maximum rotation for limiting the maximum injection amount of the fuel injection pump injected into the engine into the hole 68′a provided in the fixed wall flange 68 ′ constituting the gear case 15 of the engine 43 The adjusting bolt 26 for adjusting the number is arranged so that the base part protrudes to one side of the flange 68 ′,
The tip of the adjustment bolt 26 is positioned inside the hole 68′a of the flange 68 ′, and after the component 16a of the control lever 16 for controlling the injection amount of the fuel injection pump is inserted, the adjustment bolt 26 The flange 68 'is provided with a slit 68'b that can contact the tip,
A sealing structure for an adjusting bolt, wherein a sealing cap 73 is attached so as to cover the base of the adjusting bolt 26 protruding to one side of the flange 68 'and cannot be removed.

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