JP6668871B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including an engine having a particulate matter removal filter for removing particulate matter in an exhaust system.

  Conventionally, as this type of hybrid vehicle, a vehicle equipped with a particulate filter (PM filter) for trapping particulate matter in an exhaust pipe of an engine has been proposed (for example, see Patent Document 1). In such a hybrid vehicle, when particulate matter accumulates on the PM filter, the engine is operated under a high load to raise the exhaust gas temperature, raise the temperature of the PM filter, and cut off the fuel. The filter is regenerated by oxidizing and burning the particulate matter deposited in the filter.

JP 2008-106687 A

  By the way, when a fuel cut condition such as accelerator off is satisfied and the fuel supply to the engine is stopped, the temperature of the PM filter rises to a temperature at which oxidizing combustion is possible depending on the operating condition of the engine until the accelerator is turned off. May be. In this case, if the amount of the deposited particulate matter is large, the amount of generated heat increases and the temperature of the PM filter excessively increases. In order to suppress such a rise in the temperature of the PM filter, it is conceivable to reduce the air amount by reducing the opening of the throttle valve. However, if the opening of the throttle valve is reduced while the fuel supply is stopped, the pumping loss of the engine increases, and excessive deceleration not intended by the driver occurs in the vehicle.

  A main object of the hybrid vehicle of the present invention is to prevent an excessive deceleration from occurring when suppressing an excessive rise in temperature of the particulate matter removal filter when the fuel supply to the engine is stopped. .

  The hybrid vehicle of the present invention employs the following means to achieve the above-described main object.

The hybrid vehicle of the present invention
An engine that has a particulate matter removal filter that removes particulate matter in an exhaust system, and that can output power for traveling;
A motor capable of outputting driving power,
Control means for controlling the engine and the motor so as to travel by a driving force required for traveling,
A hybrid vehicle comprising:
When the fuel supply to the engine is stopped due to a predetermined fuel cut condition being satisfied, the control means controls the amount of particulate matter deposited on the particulate matter removal filter to be equal to or more than a predetermined amount. When the throttle opening of the engine is narrowed to less than a predetermined opening, the torque output from the motor is corrected so that the deceleration that can occur in the vehicle as the throttle opening is narrowed is reduced. It is characterized by doing.

  In the hybrid vehicle of the present invention, when the fuel supply to the engine is stopped due to the establishment of the predetermined fuel cut condition, the accumulation amount of the particulate matter deposited on the particulate matter removal filter is reduced by the predetermined amount. As described above, when the throttle opening of the engine is narrowed to less than the predetermined opening, the torque output from the motor is corrected so that the deceleration that can occur in the vehicle with the narrowing of the throttle opening is reduced. Here, when the fuel supply to the engine is stopped due to the establishment of a predetermined fuel cut condition including an accelerator off and the like, the accumulation amount of the particulate matter deposited on the particulate matter removal filter becomes a predetermined amount. In this case, the temperature of the particulate matter removal filter may rise significantly due to the oxidative combustion of the particulate matter. In that case, it is conceivable to suppress the temperature rise by reducing the air amount by narrowing the throttle opening of the engine to a predetermined opening or less. If this is done, the pumping loss of the engine will increase and excessive deceleration may occur in the vehicle.However, by correcting the torque output from the motor to reduce the deceleration, the driver's intention It is possible to suppress the occurrence of excessive deceleration that does not occur and to prevent the drivability from lowering.

FIG. 1 is a configuration diagram illustrating an outline of a configuration of a hybrid vehicle 20 as one embodiment of the present invention. 4 is a flowchart illustrating an example of a fuel cut-related control routine executed by the HVECU 70. FIG. 4 is an explanatory diagram showing a relationship between a PM accumulation amount and a relationship between a throttle opening degree. FIG. 4 is an explanatory diagram illustrating a relationship between a PM accumulation amount and a relationship between correction torques. FIG. 4 is an explanatory diagram illustrating a relationship between a PM accumulation amount and a deceleration.

  Next, an embodiment for carrying out the present invention will be described using an embodiment.

  FIG. 1 is a configuration diagram schematically showing a configuration of a hybrid vehicle 20 as one embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1, MG2, inverters 41, 42, a battery 50, a hybrid electronic control unit (hereinafter, referred to as HVECU) 70. , Is provided.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter, referred to as an engine ECU) 24. An exhaust system of the engine 22 is provided with an exhaust purification device 23 and a particulate matter removal filter (hereinafter, referred to as a PM filter) 25. The exhaust gas purifying device 23 is filled with a catalyst 23a for removing unburned fuel and nitrogen oxides in the exhaust gas. The PM filter 25 is formed as a porous filter made of ceramics, stainless steel, or the like, and captures particulate matter (PM: Particulate Matter) such as soot.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. . Signals from various sensors required for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. The signals from the various sensors include, for example, a crank position from a crank position sensor (not shown) that detects the rotational position of the crankshaft 26 and a cooling water temperature Tw from a water temperature sensor (not shown) that detects the temperature of the cooling water of the engine 22. Can be mentioned. Further, a throttle opening TH from a throttle valve position sensor (not shown) for detecting a position of a throttle valve of the engine 22, an intake air amount Qa from an air flow meter (not shown) attached to an intake pipe, and a not-shown attached to an intake pipe. An intake air temperature Ta from a temperature sensor can also be mentioned. Further, a differential pressure ΔP from a differential pressure sensor 25a for detecting a differential pressure before and after the PM filter 25 in the exhaust system, a filter temperature Tp from a temperature sensor 25b attached to the PM filter 25, and the like can also be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via output ports. Examples of the various control signals include a drive signal to the fuel injection valve, a drive signal to the throttle motor for adjusting the position of the throttle valve, and a control signal to an ignition coil integrated with the igniter. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 controls the operation of the engine 22 according to a control signal from the HVECU 70. Further, the engine ECU 24 outputs data on the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotation speed of the crankshaft 26, that is, the rotation speed Ne of the engine 22, based on the crank angle θcr.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The drive shaft 36 connected to the drive wheels 38 a and 38 b via a differential gear 37 is connected to the ring gear of the planetary gear 30. The carrier of the planetary gear 30 is connected to the crankshaft 26 of the engine 22.

  The motor MG1 is configured as a well-known synchronous generator motor including a rotor in which a permanent magnet is embedded and a stator in which a three-phase coil is wound, and the rotor is connected to the sun gear of the planetary gear 30 as described above. Have been. The motor MG2 is configured as a synchronous generator motor like the motor MG1, and the rotor is connected to the drive shaft. The motors MG1 and MG2 are driven by the motor ECU 40 controlling the inverters 41 and 42. Inverters 41 and 42 are connected to power line 54 to which battery 50 is connected. The inverters 41 and 42 are configured as well-known inverters including six transistors and six diodes. Since inverters 41 and 42 share power line 54, the power generated by one of motors MG1 and MG2 can be supplied to another motor.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. . Signals from various sensors required for controlling the driving of the motors MG1 and MG2 are input to the motor ECU 40 via input ports. The signals from the various sensors include, for example, the rotational positions θm1 and θm2 from a rotational position detection sensor (not shown) that detects the rotational positions of the rotors of the motors MG1 and MG2, and the current flowing through each phase of the motors MG1 and MG2. And the voltage VL of the capacitor 46 (power line 54) from a voltage sensor (not shown) attached between the terminals of the capacitor 46. From the motor ECU 40, switching control signals to the respective transistors of the inverters 41 and 42 for driving and controlling the motors MG1 and MG2 are output via output ports. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls the driving of the motors MG1 and MG2 according to a control signal from the HVECU 70. Further, motor ECU 40 outputs data on the driving state of motors MG1 and MG2 to HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and exchanges electric power with the motors MG1 and MG2 via the inverters 41 and 42. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. . A signal necessary for managing the battery 50 is input to the battery ECU 52 via an input port, and transmits data on the state of the battery 50 to the HVECU 70 by communication as needed. The signal input through the input port is, for example, a voltage Vb between terminals from a voltage sensor (not shown) provided between terminals of the battery 50 or a power line 54 connected to an output terminal of the battery 50. And a battery temperature Tb from a temperature sensor (not shown) attached to the battery 50. Further, the battery ECU 52 calculates the storage rate SOC and the input / output limits Win and Wout in order to manage the battery 50. The power storage ratio SOC is a ratio of the amount of power that can be discharged from the battery 50 to the total capacity, and is calculated based on the integrated value of the charge / discharge current Ib detected by the current sensor. The input / output limits Win and Wout are the maximum allowable powers at which the battery 50 may be charged and discharged, and are calculated based on the calculated power storage ratio SOC and the battery temperature Tb.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals from various sensors include an ignition signal from an ignition switch 80 and a shift position SP from a shift position sensor 82 that detects an operation position of the shift lever 81. Further, the accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, the brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and the acceleration from a vehicle speed sensor 88. Vehicle speed V can also be mentioned. The HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port as described above. The HVECU 70 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  The hybrid vehicle 20 according to the embodiment configured as described above has a hybrid traveling mode (HV traveling mode) in which the vehicle travels with the operation of the engine 22 and an electric traveling mode (EV traveling mode) in which the vehicle travels with the operation of the engine 22 stopped. To run.

  When traveling in the HV traveling mode, the HVECU 70 sets a required torque Tr * required for traveling based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, the set required torque Tr * is multiplied by the rotation speed Nr of the drive shaft 36 to calculate a traveling power Pdrv * required for traveling. Here, as the rotation speed Nr of the drive shaft 36, a rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion coefficient can be used. The required power Pe * required for the vehicle is calculated by subtracting the required charging / discharging power Pb * (positive value when discharging from the battery 50) as the target charging / discharging power of the battery 50 from the calculated traveling power Pdrv *. Set. Next, the target rotation speed Ne * and the target torque Te * of the engine 22 and the torques of the motors MG1 and MG2 are set so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36. Set the commands Tm1 * and Tm2 *. The target rotation speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control, and the like of the engine 22 so that the engine 22 is operated based on the target rotation speed Ne * and the target torque Te *. Motor ECU 40 controls the switching of each transistor of inverters 41 and 42 such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *.

  During traveling in the EV traveling mode, the HVECU 70 first sets the required torque Tr * based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, a value 0 is set to the torque command Tm1 * of the motor MG1. Then, torque command Tm2 * of motor MG2 is set such that required torque Tr * is output to drive shaft 36. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The motor ECU 40 controls the inverters 41 and 42 as described above.

  Further, when a predetermined fuel cut condition such as the accelerator pedal 83 being turned off while the engine 22 is running at a rotation speed Ne equal to or higher than the predetermined rotation speed is satisfied, the HVECU 70 stops the fuel injection control in the engine 22. A fuel cut command is transmitted to the engine ECU 24 to perform a fuel cut. During the fuel cut, a target rotation speed Ne * of the engine 22 is set based on the vehicle speed V, and the engine 22 is motored at the target rotation speed Ne *, so that a braking torque due to a pumping loss of the engine 22 (engine brake). May act on the drive shaft 36 in some cases. In this case, the required torque Tr * (braking torque) is output to the drive shaft 36 while the braking torque (engine brake) is applied to the drive shaft 36 by motoring the engine 22 at the target rotation speed Ne *. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The motor ECU 40 controls the inverters 41 and 42 as described above.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation of the engine 22 when the fuel is cut will be described. FIG. 2 is a flowchart illustrating an example of a fuel cut-related control routine executed by the HVECU 70. This routine is repeatedly executed at predetermined time intervals.

  When the fuel cut related control routine is executed, the HVECU 70 first determines whether or not a fuel cut is being performed (step S100). If it is determined that the fuel is not being cut, it is determined whether or not the above-described predetermined fuel cut condition is satisfied (step S110). If it is determined that the fuel cut is not being performed and the predetermined fuel cut condition is not satisfied, the present routine is terminated. If it is determined that the predetermined fuel cut condition is satisfied, the fuel of the engine 22 is cut (step (S120), the process proceeds to the next step S130. When the fuel cut is performed in step S120, it is determined that the fuel is being cut in step S100 until the fuel injection control is restarted by turning on the accelerator pedal 83 or the like, and the process proceeds to step S130.

  Next, it is determined whether the amount of particulate matter deposited on the PM filter 25 (hereinafter, referred to as PM deposited amount) is excessively deposited (step S130), and whether the temperature of the PM filter 25 is high. It is determined whether or not (step S140). Whether the PM accumulation amount is excessively accumulated is determined, for example, by estimating the PM accumulation amount based on the differential pressure ΔP detected by the differential pressure sensor 25a attached to the PM filter 25. The determination is made based on whether or not it is equal to or more than the predetermined deposition amount PMa. Whether the temperature of the PM filter 25 is high or not is determined, for example, by determining that the filter temperature Tp detected by the temperature sensor 25b attached to the PM filter 25 is a predetermined temperature at which the PM filter 25 becomes overheated. It is determined based on whether or not the above is true. If it is determined that the PM accumulation amount is not excessively accumulated, or if it is determined that the temperature of the PM filter 25 is not high even if the PM accumulation amount is excessively accumulated, the present routine ends.

  On the other hand, if it is determined in step S130 that the PM accumulation amount is excessively accumulated and that the temperature of the PM filter 25 is high in step S140, the operation of the throttle valve of the engine 22 is performed according to the PM accumulation amount. It controls (step S150). The process of step S150 is performed by transmitting a command to drive the throttle motor to reduce the throttle opening to engine ECU 24. Here, the temperature Tp of the PM filter 25 may have risen to the temperature at which particulate matter can be burned, depending on the operating state of the engine 22, for example, the engine 22 was operating under a high load before the fuel cut was performed. There is. Therefore, during the fuel cut of the engine 22, the particulate matter deposited on the PM filter 25 may burn and the temperature of the PM filter 25 may increase. Such a rise in temperature becomes remarkable when the PM accumulation amount is excessive. In order to suppress the temperature increase, it is conceivable to control the operation of the throttle valve of the engine 22 to suppress the amount of air supplied to the PM filter 25.

  FIG. 3 shows the relationship between the PM accumulation amount and the throttle opening. In this embodiment, as shown in the figure, the relationship between the PM accumulation amount and the throttle opening is determined such that when the PM accumulation amount is equal to or greater than the predetermined accumulation amount PMa, the throttle opening degree tends to decrease as the PM accumulation amount increases. ing. Such a relationship is stored as a map, and in step S150, a throttle opening corresponding to the amount of accumulated PM is derived from the map, and a drive command for a throttle motor is transmitted so as to achieve the derived throttle opening. As a result, the amount of air (the amount of oxygen) sent to the PM filter 25 can be reduced by narrowing the throttle opening in accordance with the amount of accumulated PM, so that the combustion of particulate matter accumulated on the PM filter 25 is suppressed and excessive Temperature rise can be suppressed.

  Subsequently, it is determined whether or not the throttle opening TH of the throttle valve position sensor input through communication from the engine ECU 24 is less than a predetermined opening THa (step S160). End the routine. On the other hand, if it is determined that the throttle opening TH is less than the predetermined opening THa, a motor torque correction for correcting the torque command Tm2 * of the motor MG2 is performed (step S170), and this routine ends.

  FIG. 4 shows the relationship between the PM accumulation amount and the correction torque, and FIG. 5 shows the relationship between the PM accumulation amount and the deceleration. Here, when the throttle opening is narrowed in step S150, the amount of air taken in by the engine 22 decreases, and the pumping loss of the engine 22 increases. When the pumping loss of the engine 22 increases, the braking torque (engine brake) acting on the drive shaft 36 from the engine 22 also increases, and a large deceleration occurs in the hybrid vehicle 20. As described above, the throttle opening is set to be smaller as the PM accumulation amount is larger. Therefore, as shown by a dotted line in FIG. 5, when the PM accumulation amount is equal to or more than the predetermined accumulation amount PMa, the PM accumulation amount is decreased. Speed tends to increase. When such a deceleration occurs, an excessive deceleration different from the driver's intention may occur, and drivability may be reduced. Therefore, in the present embodiment, as shown in FIG. 4, when the PM accumulation amount is equal to or more than the predetermined accumulation amount PMa, the motor torque correction is performed using a correction torque determined to tend to increase on the positive side as the PM accumulation amount increases. It does. In the drive control described above, the torque command Tm2 * for the motor MG2 is set by adding the correction torque set in step S170 to the torque to be output by the motor MG2. As a result, the torque for canceling the deceleration caused by the reduction of the throttle opening is output from the motor MG2. For this reason, as shown by the solid line in FIG. 5, when the PM accumulation amount is equal to or greater than the predetermined accumulation amount PMa, it is possible to prevent the occurrence of excessive deceleration and achieve a substantially constant deceleration. FIG. 4 shows the relationship between the PM accumulation amount and the correction torque. However, since the throttle opening is determined based on the PM accumulation amount and the deceleration is determined from the throttle opening, the relationship between the throttle opening and the correction torque is determined. The correction torque can be derived from a map that defines the relationship.

  In the hybrid vehicle 20 of the embodiment described above, when the engine 22 is being cut off by fuel, the PM accumulation amount is excessive accumulation equal to or more than the predetermined amount PMa and the throttle opening TH of the engine 22 is less than the predetermined opening THa. In some cases, the torque output from motor MG2 is corrected so that the deceleration that can occur with a reduction in the throttle opening is reduced. As a result, it is possible to suppress occurrence of excessive deceleration that is not intended by the driver, and prevent drivability from being reduced.

  In the embodiment, when the PM is excessively accumulated and the PM filter 25 is at a high temperature while the engine 22 is being cut off, if the throttle opening TH of the engine 22 is less than the predetermined opening THa, the motor Although the torque of MG2 is corrected, the invention is not limited to this. For example, when the amount of accumulated PM is excessively accumulated while the engine 22 is being cut off, if the throttle opening TH is less than the predetermined opening THa regardless of the temperature of the PM filter 25, the torque of the motor MG2 may be reduced. May be corrected. Further, when the PM filter 25 is at a high temperature during the fuel cut of the engine 22, if the throttle opening TH is smaller than the predetermined opening THa, the torque of the motor MG2 is corrected regardless of the PM accumulation amount. You may do it.

  In the embodiment, the present invention is applied to the hybrid vehicle 20 in which the engine 22 and the two motors MG1 and MG2 are connected to the planetary gear 30, but an engine capable of outputting driving power and a driving power And a motor capable of outputting the same can be applied to a hybrid vehicle having any configuration.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the PM filter 25 corresponds to a “particulate matter removal filter”, the engine 22 corresponds to an “engine”, the motor MG2 corresponds to a “motor”, and the HVECU 70, the engine ECU 24, and the motor ECU 40 perform “control”. Means ".

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem is as follows. This is merely an example for specifically describing a mode for carrying out the invention, and thus does not limit the elements of the invention described in the section of “Means for Solving the Problems”. That is, the interpretation of the invention described in the section of the means for solving the problem should be interpreted based on the description of the section, and the embodiment is not limited to the invention described in the section of the means for solving the problem. This is only a specific example.

  As described above, the embodiments for carrying out the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments at all, and various forms may be provided without departing from the gist of the present invention. Of course, it can be implemented.

  INDUSTRIAL APPLICABILITY The present invention is applicable to a hybrid vehicle manufacturing industry and the like.

  Reference Signs List 20 hybrid vehicle, 22 engine, 23 exhaust purification device, 23a catalyst, 24 engine electronic control unit (engine ECU), 25 particulate matter removal filter (PM filter), 25a differential pressure sensor, 25b temperature sensor, 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 46 capacitor, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 70 hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position Nsensa, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

An engine that has a particulate matter removal filter that removes particulate matter in an exhaust system, and that can output power for traveling;
A motor capable of outputting driving power,
Control means for controlling the engine and the motor so as to travel by a driving force required for traveling,
A hybrid vehicle comprising:
When the fuel supply to the engine is stopped due to a predetermined fuel cut condition being satisfied, the control means controls the amount of particulate matter deposited on the particulate matter removal filter to be equal to or more than a predetermined amount. Refine the throttle opening tends to throttle opening decrease of the engine as the amount of the deposit is larger in the front when the kiss throttle opening is narrowed to less than the predetermined opening degree, the throttle opening The torque output from the motor is corrected by using a correction torque determined such that the larger the amount of accumulation is, the larger the amount of accumulation is, so as to reduce the deceleration that can occur in the vehicle due to the narrowing. Hybrid car.

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