JP5870544B2 - Electric vehicle - Google Patents

Description

  The present invention relates to an electric vehicle having a traveling motor and a battery for supplying electric power to the motor.

2. Description of the Related Art An automobile having a motor for traveling, a battery that supplies electric power to the motor, and a capacitor and an inverter connected between the battery and the motor is known (for example, [Patent Document 1], [Patent Document 1] 2]).
In such an automobile, it is necessary to discharge the capacitor charge when the vehicle is stopped. The electric charge is discharged by a coil or the like provided in the motor.

JP 2010-141958 A JP 2008-61300 A

  However, when the motor coil is discharged, an unexpected torque may be generated in the motor. Since this torque is relatively small, when the vehicle is stopped on a flat place, the vehicle usually does not start even if the parking lock means is not activated, but the vehicle is headed for a downhill. When the vehicle is stopped, the vehicle may start rolling due to the generation of such torque. This is because even when the parking lock means is not operated, if the vehicle is balanced by unevenness on the road surface, for example, the vehicle may be stopped even on a downhill. This is because if the vehicle breaks down, the vehicle may start rolling.

  The present invention includes a motor for traveling, a battery for supplying electric power to the motor, a capacitor and an inverter connected between the battery and the motor, and starts the vehicle when discharging the electric charge of the capacitor. An object of the present invention is to provide an electric vehicle that can be prevented.

In order to achieve the above object, a first aspect of the present invention includes a traveling motor mounted on a vehicle, an inverter that converts electric power supplied from a battery, and drives the motor, and the battery and the inverter. And a parking lock means including an electric actuator for performing parking lock, and a lock signal for operating the electric actuator to execute the parking lock. a lock control means for input to the actuator, after the Tsu line shutdown of the high voltage by the battery, a timer means for the lock signal is measured the parking lock of the execution failure time from the input to the electric actuator, wherein The parking is performed before the execution failure time has elapsed. An electric vehicle comprising: discharge control means for discharging the electric charge stored in the capacitor to the motor on the condition that locking is completed.

According to a second aspect of the present invention, there is provided a lock failure detection means for detecting a malfunction of the parking lock means when the lock signal is input to the electric actuator, and the discharge control means comprises the lock failure detection means. 2. The electric vehicle according to claim 1, wherein the electric charge stored in the capacitor is discharged to an electrical component different from the motor on condition that an operation failure of the parking lock unit is detected by .

According to a third aspect of the invention, before Symbol discharge control means includes a wherein said execution failure time on condition that becomes the predetermined time or more, to discharge the stored electric charge in the capacitor to the electrical components The electric vehicle according to claim 2.

  According to a fourth aspect of the present invention, in the electric vehicle according to the second or third aspect, the electrical component is a DC / DC converter or a heater.

  The invention according to claim 5 is characterized in that the discharge control means stops the discharge of the electric charge on condition that the voltage of the capacitor has decreased to a predetermined voltage. It is in the electric vehicle as described in.

  According to the first aspect of the present invention, since the charge of the capacitor is discharged to the motor in a state where the execution of the parking lock is completed, the execution of the parking lock is completed even if the motor is driven somewhat by the discharge charge of the capacitor. Unexpected start of the vehicle can be surely prevented.

  According to the second aspect of the present invention, the charge of the capacitor is discharged to the motor in a state where the execution of the parking lock is completed, while the charge of the capacitor is discharged to an electrical component different from the motor when the parking lock is not executed. Thus, it is possible to prevent the vehicle from starting when discharging the capacitor.

  According to the invention of claim 3, while the charge of the capacitor is discharged to the motor in a state where the execution of the parking lock is completed, the electrical equipment different from the motor is used when the execution failure time of the parking lock becomes a predetermined time or more. By discharging the electric charge of the capacitor to the product, it is possible to prevent the vehicle from starting when discharging the capacitor while preventing or suppressing an increase in the time required for discharging the capacitor.

  According to the invention of claim 4, the charge of the capacitor is discharged to the motor in a state where the execution of the parking lock is completed, while the charge of the capacitor is discharged to the DC / DC converter or the heater when the parking lock is not executed. By discharging the charge of the capacitor to a member that operates at a relatively high voltage, it is possible to prevent the start of the vehicle when discharging the capacitor while preventing or suppressing an increase in the time required for discharging the capacitor. it can.

  According to the fifth aspect of the present invention, it is possible to prevent the vehicle from starting when discharging the capacitor by discharging the electric charge of the capacitor to the motor in a state where the execution of the parking lock is completed. It can be prevented that the time until the process is completed is longer than necessary.

It is the block diagram which showed schematic structure regarding the drive system concerning one Example of the electric vehicle to which this invention is applied. It is the block diagram which showed that the battery, inverter, and motor which were shown in FIG. 1 were electrically connected. 2 is a flowchart showing an outline of control for discharging a capacitor provided in an inverter in the electric vehicle shown in FIG. 1. 3 is a flowchart showing an outline of another control for discharging a capacitor provided in an inverter in the electric vehicle shown in FIG. 1. In the electric vehicle shown in FIG. 1, it is the conceptual diagram which showed that the state of a battery affects the discharge time of the capacitor | condenser with which the inverter was equipped.

FIG. 1 shows a schematic configuration of a vehicle drive system to which the present invention is applied.
The vehicle 100 is an electric vehicle (EV) equipped with a traveling motor 10 that is an electric motor as a drive source, and is an electric vehicle.

  In addition to the motor 10, the vehicle 100 converts the electric power supplied from the high-voltage battery 20 that is a large-capacity battery using a storage battery that supplies electric power to the motor 10, and the electric power supplied from the high-voltage battery 20 with a predetermined output. 10 and an inverter 30 that is a motor inverter that drives the motor 10 by being supplied to the motor 10.

  The vehicle 100 also includes a converter 40 and a heater 50 which are DC / DC converters connected between the high voltage battery 20 and the inverter 30, and a converter 40 interposed between the high voltage battery 20, the inverter 30 and the converter 40. A switch 41 which is a relay switch for the heater, a switch 51 which is a relay switch for the heater 50 interposed between the high voltage battery 20 and the inverter 30 and the heater 50, and a 12 V battery 42 which is connected to the converter 40. Have.

  The vehicle 100 also includes a drive shaft 61 that is rotationally driven by the motor 10 and a drive wheel 62 that is a wheel, a driven shaft 63 and a driven wheel 64 that is a wheel, and a drive wheel that drives the driving force of the motor 10 via the drive shaft 61. T / A transmitted to 61, that is, the transaxle 70, the electric parking lock means 80 for putting the vehicle 100 in a parking state by stopping the operation of the transaxle 70, and collecting information on the vehicle 100 It has ECU90 as EVECU which is a control means which functions as an integrated controller which played the role which determines how a system is moved.

  In addition, the vehicle 100 includes a power supply unit (not shown) connected to an external power supply, and a charger that charges the high-voltage battery 20 with electric power supplied from the external power supply by the power supply unit.

  The motor 10 is driven by the electric power input from the high voltage battery 20 via the inverter 30 and rotates the driving wheel 62 via the transaxle 70 and the driving shaft 61, and the driven wheel 64 and the driven shaft 63 are driven. The vehicle 100 is caused to travel by rotating.

  The motor 10 also functions as a generator that inputs the kinetic energy of the vehicle 100 at the time of deceleration through the drive wheels 62, the drive shaft 61, and the transaxle 70 and converts it into electrical energy. Thus, the vehicle 100 is regenerated with two wheels during deceleration.

  The inverter 30 supplies the electric power of the high voltage battery 20 to the motor 10 with a predetermined output when the motor 10 is driven, and outputs the electric power generated by the motor 10 by rectifying the motor 10 when the motor 10 functions as a generator. . This output is used for charging the high voltage battery 20, charging the battery 42 by the converter 40, and generating heat by driving the heater 50.

  For driving the motor 10 or charging the high-voltage battery 20, the inverter 30 includes an IGBT 31 formed of a semiconductor connected to the motor 10 and forming a main body portion of the inverter 30 as shown in FIG. The capacitor 31 is connected to the high voltage battery 20 in parallel with the IGBT 31 and stores electric charge. The IGBT 31 is connected to the coil 11 provided in the motor 10. In this embodiment, the inverter 30 includes the capacitor 32. However, the capacitor 32 is provided outside the inverter 30, for example, in a circuit that connects the high-voltage battery 20 and the main body of the inverter 30, for example, the IGBT 31. It only has to be done.

  As shown in the figure, the high voltage battery 20 constitutes a battery pack. Each of the P contactor 21 and the N contactor 22 as contactors connected to the IGBT 31 and the capacitor 32, and the P contactor 21 and the N contactor 22, respectively. And a power supply unit 23 to which a positive electrode and a negative electrode are connected. The P contactor 21 and the N contactor 22 are configured by a relay switch that enables the battery pack and the outside to be disconnected.

Although not shown, the transaxle 70 has a parking lock gear therein.
The parking lock means 80 includes an electric actuator 81 for driving a parking lock gear and a claw portion (not shown) that contacts and separates from the parking lock gear. When the claw portion comes into contact with the operated gear, the parking lock is executed, and the vehicle 100 enters the parking state.

  The ECU 90 includes a CPU, a memory, and a timer (not shown). The ECU 90 collects information related to the general state of the vehicle 100 including the above-described components, and controls driving of the vehicle 100 in general.

  For example, the ECU 90 operates the electric actuator 81 as indicated by an arrow in FIG. At this time, the ECU 90 functions as a lock control unit that outputs a lock signal for executing the parking lock by the parking lock unit 80 and inputs the lock signal to the electric actuator 81. When the lock signal is input to the electric actuator 81 by the ECU 90 functioning as the lock control means and the electric actuator 81 is actuated, the pawl portion of the parking lock means 80 comes into contact with the gear of the transaxle 70 and the execution of the parking lock is completed. A state is formed.

  The ECU 90 functioning as a lock control unit also has a function of generating a lock stop signal for stopping the operation of the parking lock unit 80 and inputting the lock stop signal to the electric actuator 81. When a lock stop signal is input to the electric actuator 81 by the ECU 90 functioning as a lock control means, the pawl portion of the parking lock means 80 is separated from the gear of the transaxle 70, the parking state is released, and the vehicle 100 can travel. It becomes a state.

  When the ECU 90 functioning as the lock control means inputs the lock signal and the lock stop signal to the parking lock means 80, specifically, the electric actuator 81, when the driver of the vehicle 100 performs an operation to form a parking state. In addition, as will be described later, the discharge is performed before the discharge starts prior to the discharge of the electric charge stored in the capacitor 32.

  The ECU 90 also functions as a parking state detection unit that detects the parking state of the vehicle 100, specifically, that the execution of the parking lock has been completed, with respect to the parking lock unit 80. Specifically, the ECU 90 that functions as the parking state detection unit detects a lock signal input from the parking lock unit 80 after the lock signal is input to the parking lock unit 80 by the ECU 90 that functions as the lock control unit. Then, it is detected that the vehicle 100 is in the parking state.

The ECU 90 has a function as voltage detection means for detecting the voltage of the capacitor 32.
The ECU 90 functions as a discharge control unit that instructs the inverter 30 to discharge the electric charge of the capacitor 32.

  The ECU 90 functioning as the discharge control means causes the inverter 30 to stop discharging the charge of the capacitor 32 on condition that the voltage of the capacitor 32 detected by the ECU 90 functioning as the voltage detection means has decreased to a predetermined voltage. It also has a function of giving a discharge stop instruction.

The ECU 90 performs a control that enables the power transfer between the high voltage battery 20 or the inverter 30 and the converter 40 by driving the switch 41.
The ECU 90 performs control to enable the power supply from the high voltage battery 20 or the inverter 30 to the heater 50 by driving the switch 51.

  The ECU 90 controls the high voltage battery 20 to drive the P contactor 21 and the N contactor 22, thereby performing control to enable power transfer between the high voltage battery 20 and the inverter 30. Control is performed to enable power transfer between the high voltage battery 20 and the converter 40 and the heater 50. In this respect, the ECU 90 functions as a power supply control unit.

  As will be described later, the ECU 90 functioning as a power supply control unit can determine whether the P contactor 21 and the N contactor 22 are normal, specifically, a welding determination.

  In the vehicle 100 configured as described above, when the vehicle stops after traveling, as shown in FIG. 3, the high voltage battery 20 performs a high voltage shutdown (S 11) and then discharges the electric charge of the capacitor 32 to the inverter 30. To the coil 11 via the IGBT 31 (S14).

  However, in order to prevent the vehicle 100 from rolling and the like as described above by this discharge, the vehicle 100 uses the fact that the parking lock means 80 is electrically driven prior to the discharge of the capacitor 32. Thus, the parking lock means 80 is driven to place the vehicle 100 in the parking state (S12, S13).

  The control related to the discharge of the capacitor 32 will be described with reference to FIG. 3. After the ECU 90 functioning as the power supply control means opens the P contactor 21 and the N contactor 22 to perform high voltage shutdown (S11), the lock control means A lock signal is input to the parking lock means 80 by the functioning ECU 90 (S12).

  Thereafter, when a lock signal is input from the parking lock unit 80 to the ECU 90 functioning as a parking state detection unit, it is confirmed that the parking lock unit 80 operates normally and the vehicle 100 is in the parking state ( In S13, the ECU 90 functioning as a discharge control means inputs a discharge instruction signal to the inverter 30 and starts discharging the capacitor 32 (S14).

  When the discharge of the capacitor 32 proceeds and the ECU 90 functioning as the voltage detection means detects that the voltage of the capacitor 32 has dropped below 30V (S15), it functions as a discharge control means that the capacitor 32 has been sufficiently discharged. The discharge stop instruction signal is input to the inverter 30 by the ECU 90, and the discharge of the capacitor 32 is stopped (S16).

  With such a capacitor discharging method, when the vehicle 100 is in the parking state, the capacitor 32 is discharged using the coil 11 of the motor 10, so that the vehicle 100 may start to move even if torque is generated. Is prevented. Since the motor 10 is a device that operates at a high voltage, the charge of the capacitor 32 is efficiently consumed by the coil 11, and the time until the discharge of the capacitor 32 is completed is short.

  By the way, as described in step S12, when the lock signal is input to the parking lock means 80, the parking lock means 80 is out of order and the parking state is not formed, that is, when the execution of parking is not completed. When the capacitor 32 is discharged by the coil 11 of the motor 10, torque may be generated in the motor 10 and the vehicle 100 may start to move. In such a case, it is not preferable to discharge the coil 11.

  Even if the parking lock means 80 is not broken down, it takes some time for the parking lock means 80 to operate and form a parking state despite the fact that the lock signal is input to the parking lock means 80 for some reason. In such a case, the capacitor 32 is not discharged until the execution of parking is completed, and it takes time to complete the process. However, if the capacitor 32 is discharged by the coil 11 of the motor 10, the motor 10 Since torque may be generated and the vehicle 100 may start to move, it is not preferable to discharge the coil 11 in such a case.

  In consideration of these circumstances, that is, the failure of the parking lock means 80 and the case where it takes time until the parking state is formed, the discharge control of the capacitor 32 is performed as shown in FIG. In these cases, it is desirable to discharge the electric charge of the capacitor 32 to an electrical component different from the motor 10, in other words, an electrical component different from the coil 11 (S22).

  Therefore, in the case of performing the capacitor discharging method shown in the figure, the ECU 90 detects that the parking lock unit 80 is malfunctioning due to the malfunction of the parking lock unit 80 in consideration of the possibility that the parking lock unit 80 may fail. It functions as a lock failure detection means.

  Specifically, the ECU 90 functioning as a lock failure detection unit is configured such that the parking lock unit 80 is input from the parking lock unit 80 when a lock signal is input to the parking lock unit 80 by the ECU 90 functioning as a lock control unit. Based on the presence / absence of a parking system abnormality signal indicating a system abnormality, an operation failure of the parking lock means 80, in other words, an execution failure of the parking lock is detected. That is, the ECU 90 functioning as a lock failure detection unit detects a failure of the parking lock unit 80 by detecting that the parking system abnormality signal is input from the parking lock unit 80.

  Considering that it may take time until the parking state is formed, the ECU 90 functions as a timer unit that measures the time until the parking lock execution is completed, in other words, the parking lock execution failure time. .

  Specifically, the ECU 90 functioning as the timer means is in a parking state when the lock signal is input to the parking lock means 80 by the ECU 90 functioning as the lock control means, and the parking lock means 80 does not operate despite this input. This is detected based on the presence / absence of a lock signal input from the parking lock means 80, thereby detecting a timeout of the parking lock means 80.

  Therefore, the ECU 90 functioning as the timer means uses the timer to measure the time from when the lock signal is input to the parking lock means 80 (S12) by the ECU 90 functioning as the lock control means. Then, using the threshold value T which is a predetermined time for the execution failure time which is the measurement time, the parking lock means is based on the fact that the lock signal is not input from the parking lock means 80 even though the time T has elapsed. A time-out of 80, that is, an execution failure of parking lock is detected. In this embodiment, the threshold value T = 1 second.

  The function of the ECU 90 as the timer means is also a guarantee in the case where the parking system abnormality signal is not input to the ECU 90 functioning as the lock failure detection means even though the parking lock means 80 is out of order.

  The control related to the discharge of the capacitor 32 when the ECU 90 functions as a lock failure detection means and a timer means will be described with reference to FIG. In the figure, the portions indicated by step S11 to step S16 perform the same control and operation as those indicated by step S11 to step S16 in FIG. Since the control and operation shown in step S21 to step S24 performed between S12 and step 15 are mainly different from the control and operation shown in FIG. 3, the control shown in step S21 to step S24, The operation will be mainly described.

  When the lock signal is input to the parking lock unit 80 by the ECU 90 functioning as the lock control unit (S12), it is determined whether or not the lock signal is input from the parking lock unit 80 in the ECU 90 functioning as the parking state detection unit. (S13).

  In step S13, when the lock signal is input, it is confirmed that the parking lock unit 80 operates normally and the vehicle 100 is in the parking state, and the ECU 90 functioning as the discharge control unit performs discharge. An instruction signal is input to the inverter 30, and discharging of the capacitor 32 is started (S14).

  If the lock signal is not input in step S13, the ECU 90 functioning as a lock failure detection means determines whether or not a parking system abnormality signal is input from the parking lock means 80 (S21).

  In step S21, when a parking system abnormality signal is input, since the vehicle 100 is not in the parking state and it is not appropriate to discharge the capacitor 32 to the coil 11, the ECU 90 functioning as the discharge control means The electric charge of the capacitor 32 is discharged to an electrical component different from the coil 11 (S22). Specifically, the electric charge of the capacitor 32 is discharged to the converter 40 or the heater 50. In addition to the converter 40 and the heater 50, the electric charge of the capacitor 32 without affecting the start of the vehicle 100, such as an audio, winker, wiper, headlamp, AC inverter, etc. It may be discharged.

  When the converter 40 discharges the electric charge of the capacitor 32, the discharge instruction by the ECU 90 functioning as the discharge control means is performed by inputting a signal for causing the switch 41 to close to the switch 41 as a discharge instruction signal. When the electric charge of the capacitor 32 is discharged to the heater 50, the discharge instruction by the ECU 90 functioning as the discharge control means is performed by inputting a signal for causing the switch 51 to close to the switch 51 as a discharge instruction signal.

When the discharge of the capacitor 32 is started in step S22, the processing in step S15 and subsequent steps is performed.
As long as the electrical component other than the coil 11 that discharges the capacitor 32 is a member that consumes the charge of the capacitor 32 without affecting the start of the vehicle 100, the converter 40, the heater, as described above. Although not limited to 50, the converter 40 and the heater 50 are preferable in that the device operates at a high voltage and the time until the end of discharge is shortened.

  In step S21, when the parking system abnormality signal is not inputted, the ECU 90 functioning as a timer means inputs a lock signal to the parking lock means 80 by the time measured by the timer, that is, the ECU 90 functioning as a lock control means ( It is determined whether or not the time since S12) is equal to or greater than the threshold T = 1 second (S23). In addition, regarding this time, it may be determined whether or not the threshold T = 1 second is exceeded. In this case, whether or not the threshold T = 1 second is exceeded is determined by the threshold T = 1 second or more. It shall be included in whether or not.

  If it is determined in step S23 that the time measured by the timer is equal to or greater than the threshold T = 1 second, that is, if a time-out is detected, the vehicle 100 is not parked and the capacitor 32 is discharged. Is not appropriate for the coil 11, and in order to avoid waiting for a long time until the capacitor 32 starts to discharge, the process proceeds to step S <b> 22, and as already described, an electrical component different from the coil 11 is used. The electric charge of the capacitor 32 is discharged.

  In step S23, if it is determined that the time measured by the timer is not greater than or equal to the threshold T = 1 second, that is, if it is determined that the time is less than the threshold T = 1 second, or the threshold T = 1 second is exceeded. If it is determined that the threshold value is not exceeded, that is, if it is determined that the threshold value T is equal to or shorter than 1 second, counting by the timer, in other words, counting up is continued (S24), and the process returns to step S13.

  By the way, as shown in FIG. 5, when the P contactor 21 and the N contactor 22 are fused and failed, it takes time to discharge the capacitor 32. In addition, from the figure, when the P contactor 21 is out of order, it takes more time to discharge the capacitor 32 than when the P contactor 21 is normal, and when the N contactor 22 is out of order, It can be seen that the capacitor 32 is not discharged on condition that the P contactor 21 has failed.

  Further explaining the figure, the ECU 90 functioning as a power supply control means requires time Tm for the welding determination of the P contactor 21, and the time T2 required for discharging the capacitor 32 when the P contactor 21 is fused is: This is the sum of time T1 and time Tm required for discharging the capacitor 32 when the P contactor 21 is normal. When the time required for discharging the capacitor 32 when the P contactor 21 and the N contactor 22 are fused is T3, and TA is the time for distinguishing T2 and T3, the time TA is T2 < This is a threshold for determining whether or not P contactor 21 and N contactor 22 are normal, in other words, whether TA <T3 is satisfied, in other words, a discharge timeout due to failure of P contactor 21 and N contactor 22.

  In order to detect this discharge timeout, the ECU 90 uses the timer to input the discharge instruction signal to the inverter 30 in step S14 shown in FIG. 3, and the inverter 30 in step S14 shown in FIG. Measure the time from the input of the discharge instruction signal to or the input of the discharge instruction signal to other members such as the converter 40 and the heater 50 in step S22. Even if the ECU 90 functioning as the voltage detection means does not detect that the voltage of the capacitor 32 is lower than 30V in step S15 shown in FIGS. 32 discharge control is terminated. In this regard, the ECU 90 functions as a discharge timeout detection unit.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the specific embodiments, and the present invention described in the claims is not specifically limited by the above description. Various modifications and changes are possible within the scope of the above.

  For example, the electric vehicle to which the present invention is applied is not limited to an electric vehicle (EV), but may be a hybrid vehicle (HEV) or the like.

  The effects described in the embodiments of the present invention are only the most preferable effects resulting from the present invention, and the effects of the present invention are limited to those described in the embodiments of the present invention. is not.

DESCRIPTION OF SYMBOLS 10 Motor 20 Battery 30 Inverter 32 Capacitor 40 Electrical equipment different from motor, DC / DC converter 50 Electrical equipment different from motor, heater 81 Electric actuator 90 Lock control means, discharge control means, lock failure detection means, timer means 100 Vehicle , Electric vehicle

Claims (5)

A traveling motor mounted on the vehicle;
An inverter that converts electric power supplied from the battery and drives the motor;
Provided in a circuit connecting the battery and the inverter, a capacitor for storing electric charge;
Parking lock means comprising an electric actuator for performing parking lock ;
Lock control means for causing the electric actuator to input a lock signal for operating the electric actuator so as to execute the parking lock;
The shutdown of the high voltage by the battery after Tsu line, a timer means for the lock signal is measured the parking lock of the execution failure time from the input to the electric actuator, before the execution failure time has elapsed a predetermined time the condition that the parking lock is completed, an electric vehicle characterized by having an a discharge control means for discharging stored electric charge in the capacitor to the motor. A lock failure detection means for detecting an operation failure of the parking lock means when the lock signal is input to the electric actuator;
The discharge control means discharges the electric charge stored in the capacitor to an electrical component different from the motor on condition that an operation failure of the parking lock means is detected by the lock failure detection means. The electric vehicle according to claim 1. Said discharge control means is an electric vehicle according to claim 2, wherein the execution failure time on condition that becomes the predetermined time or more, to discharge the stored electric charge in the capacitor to the electrical components . The electric vehicle according to claim 2 or 3, wherein the electrical component is a DC / DC converter or a heater. The electric vehicle according to any one of claims 1 to 4, wherein the discharge control means stops the discharge of the electric charge on the condition that the voltage of the capacitor has decreased to a predetermined voltage.

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