KR20190049193A - Hybrid vehicle and method of controlling driving mode for the same - Google Patents

Abstract

The present invention relates to a hybrid vehicle and a method for controlling a driving mode of a hybrid vehicle and, specifically, to a hybrid vehicle capable of controlling the operation of an engine by considering the order of priority in a predetermined area and whether the hybrid vehicle enters the predetermined area, and a control method thereof. According to an embodiment of the present invention, the method for controlling a driving mode of a hybrid vehicle includes: a step of determining whether the predetermined area related to emission of exhaust gas exists on a driving route; a step of determining whether the hybrid vehicle can drive in the entire predetermined area in a first mode of using only an electric motor when the predetermined area exists; a step of determining the order of the priority in the predetermined area when the hybrid vehicle cannot drive in the first mode; and a step of assigning a first mode driving section of performing driving in the first mode or second mode driving section of performing driving in a second mode using at least an engine by a section corresponding to the order of the priority determined.

Description

TECHNICAL FIELD [0001] The present invention relates to a hybrid vehicle and a traveling mode control method for the hybrid vehicle,

The present invention relates to a hybrid vehicle and a traveling mode control method therefor, and more particularly, to a hybrid vehicle and its control method capable of controlling whether the engine is started or not in consideration of entry into a specific area and priority in a specific area .

Hybrid Electric Vehicle (HEV) is a vehicle that uses two power sources in common. The two power sources are mainly engine and electric motor. Such a hybrid vehicle is superior to a vehicle equipped with an internal combustion engine only in terms of fuel economy and power performance, and is also advantageous in reducing exhaust gas.

These hybrid cars can operate in two modes depending on which power train they are driving. One of them is an electric vehicle (EV) mode in which an electric motor only runs, and the other is a hybrid electric vehicle (HEV) mode in which an electric motor and an engine are operated together to obtain power. The hybrid vehicle performs switching between the two modes according to the driving conditions.

In addition to the classification of the traveling mode according to the power system described above, in particular, in the case of a plug-in hybrid vehicle (PHEV), a discharge (CD: Charge Depletion) mode and a charge holding CS: Charge Sustaining) mode. Generally, in the CD mode, the electric motor is driven by the electric power of the battery. In the CS mode, the power of the engine is mainly used so that the battery SOC is not lowered.

The switching between the traveling modes is generally performed for the purpose of maximizing the fuel efficiency or the driving efficiency according to the efficiency characteristics of the power train. As a result, the control schemes for switching between the above-described driving modes are focused only on the efficiency in the operation of the environment-friendly vehicle, and are far from the ultimate goal that the environment-friendly vehicle has to go forward.

For example, if the CD-CS mode is changed based on the running load and the SOC as shown in FIG. 1, it is preferable that the driving load is low, ), The problem of traveling in the CS mode occurs.

Of course, a method of forcibly operating in the EV mode according to the driver's selection in a specific section may be considered by providing a manual mode change button. However, such a method is not suitable for driving an area where the exhaust gas reduction is desirable, It is difficult to secure SOC in advance.

Therefore, it is possible to minimize the operation of the engine in an area where the efficiency of the exhaust gas is desirably reduced while satisfying the efficiency, and particularly, a method of preventing the engine operation by distinguishing the areas where the exhaust gas reduction is more desirable even in the area where the exhaust gas reduction is desirable .

The present invention is to provide a method capable of performing engine startup in consideration of the circumstance and a hybrid vehicle performing the same.

In particular, the present invention is to provide a method of assigning an EV mode travel section according to priorities in an area not suitable for engine startup, and a vehicle for performing the method.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are not restrictive of the invention, unless further departing from the spirit and scope of the invention as defined by the appended claims. It will be possible.

According to an aspect of the present invention, there is provided a method of controlling a traveling mode of a hybrid vehicle, the method comprising: determining whether a specific region related to exhaust gas emission exists on a traveling route; Determining whether or not the first region can be traveled using only the electric motor if the specific region exists; Determining a priority in the specific area when the first mode travel is not possible; And allocating a first mode travel section for performing the first mode travel or a second mode travel section for performing a second mode travel using at least an engine for each section corresponding to the determined priority .

Also, the hybrid vehicle according to an embodiment of the present invention includes: a first controller for determining whether a specific region related to exhaust gas emission exists on a driving route; And determining whether or not the first mode can be traveled using only the electric motor if the specific area exists, determining a priority in the specific area when the first mode travel is not possible, And a second controller for allocating a first mode driving interval for performing the first mode driving or a second mode driving interval for performing a second mode driving using at least an engine.

The hybrid vehicle according to at least one embodiment of the present invention configured as described above can perform the engine startup in consideration of the surrounding situation.

In particular, when the travel route includes a specific area, the environment and the pedestrian can be protected because the EV mode travel section and the engine start / catalyst heating section are allocated according to the priority in the area.

The effects obtained by the present invention are not limited to the above-mentioned effects, and other effects not mentioned can be clearly understood by those skilled in the art from the following description will be.

1 is a view for explaining a problem in a case where a mode change control according to a general standard is applied.
2 shows an example of a powertrain structure of a hybrid vehicle to which embodiments of the present invention can be applied.
3 is a block diagram showing an example of a control system of a hybrid vehicle to which embodiments of the present invention can be applied.
FIG. 4 shows an example of an allocation mode of an EV traveling interval based on the priority in the green zone according to an embodiment of the present invention.
5 is a block diagram illustrating an example of a hybrid vehicle structure for performing traveling mode change control according to an embodiment of the present invention.
6 is a flowchart illustrating an example of a travel mode change control process according to an embodiment of the present invention.
FIG. 7 is a diagram for explaining a driving control method according to various priority arranging states in a green zone according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

Throughout the specification, when an element is referred to as " comprising ", it means that it can include other elements as well, without excluding other elements unless specifically stated otherwise. In addition, parts denoted by the same reference numerals throughout the specification denote the same components.

Embodiments of the present invention propose a method of controlling engine starting according to whether the surrounding environment is an area affected by exhaust gas emission and a hybrid vehicle for performing the method.

Before describing the engine start control method according to the embodiment of the present invention, the structure of the hybrid vehicle, the control system, and the concept of the region affected by the exhaust gas discharge will be described first.

2 shows an example of a powertrain structure of a hybrid vehicle to which embodiments of the present invention can be applied.

2, an electric motor (or a driving motor) 140 and an engine clutch (EC) 130 are mounted between an internal combustion engine (ICE) 110 and a transmission 150. The electric motor ) ≪ / RTI > of a hybrid vehicle employing a hybrid system.

In such a vehicle, in general, when the driver steps on the accelerator, the motor 140 is first driven using the power of the battery in the state where the engine clutch 130 is opened, and the power of the motor is transmitted to the transmission 150 and the decelerator 150. [ (FD) drive (Final Drive, 160). When the vehicle is gradually accelerated and a gradually larger driving force is required, the auxiliary motor (or the startup power generation motor) 120 is operated to drive the engine 110. [

Accordingly, when the rotational speeds of the engine 110 and the motor 140 become equal to each other, the engine clutch 130 is engaged and the engine 110 and the motor 140 together or the engine 110 drives the vehicle , HEV mode transition in EV mode). The engine clutch 130 is opened and the engine 110 is stopped (i.e., the EV mode transition is performed in the HEV mode) if the predetermined engine off condition such as the vehicle deceleration is satisfied. Further, in the hybrid vehicle, the driving force of the wheel during braking can be converted into electric energy to charge the battery, which is called braking energy regeneration or regenerative braking.

Since the start-up power generation motor 120 acts as a start motor when the engine is started, and operates as a generator when the start energy is recovered or after the rotation energy of the engine is recovered at the time of start-off, "Hybrid Start Generator, " and may also be referred to as " auxiliary motor " in some cases.

The relationship between the controllers in the vehicle to which the power train described above is applied is shown in Fig.

3 is a block diagram showing an example of a control system of a hybrid vehicle to which embodiments of the present invention can be applied.

3, an internal combustion engine 110 is controlled by an engine controller 210 in a hybrid vehicle to which embodiments of the present invention can be applied, and the start-up power generation motor 120 and the electric motor 140 are connected to a motor controller (MCU) : The motor control unit 220, and the engine clutch 130 can be controlled by the clutch controller 230, respectively. Here, the engine controller 210 may be an engine management system (EMS). Also, the transmission 150 is controlled by the transmission controller 250. In some cases, a controller for the start-up power generation motor 120 and a controller for each of the electric motors 140 may be separately provided.

Each controller is connected to a hybrid controller (HCU) 240 that controls the entire mode switching process as its upper controller, and is controlled by the hybrid controller 240 to change the running mode, Information and / or information necessary for engine stop control to the engine 240, or to perform an operation according to the control signal.

More specifically, the hybrid controller 240 determines whether to perform a mode change according to the driving state of the vehicle. For example, the hybrid controller determines the time when the engine clutch 130 is released, and performs control of hydraulic pressure (in case of wet EC) or control of torque capacity (in case of dry EC) upon release. Also, the hybrid controller 240 can determine the state of the EC (Lock-up, Slip, Open, etc.) and control the fuel injection stop time of the engine 110. Further, the hybrid controller may control the engine rotational energy recovery by transmitting a torque command to the motor controller 220 for controlling the torque of the startup power generation motor 120 for engine stop control. In addition, the hybrid controller 240 can control the sub-controller for determining and switching the mode switching condition at the time of the mode switching control according to the embodiments of the present invention to be described later.

Of course, it is apparent to those skilled in the art that the control period connection relationship and the function / division of each controller described above are illustrative and not limited to the names. For example, the hybrid controller 240 may be implemented so that the corresponding function is provided to be replaced in any one of the other controllers except for the hybrid controller 240, and the corresponding function may be distributed in two or more of the other controllers.

Next, the concept of the area affected by exhaust emissions is explained.

Such a region may be a predetermined region or may be variably set according to current / recent circumstances. Here, the preset case may be an area (for example, an emission gas management area of London or Seoul) set by a regulation or a government policy, or an area (for example, a child protection Area, indoor parking, residential area, park, drive-through, hospital, etc.). The area that is variably set includes an area where the current setting can be confirmed through the wireless information such as telematics, a pedestrian-crowded area determined through a vision information acquiring device (ADAS system or the like) provided in the vehicle, And so on. Specifically, when the atmospheric condition of a specific area is deteriorated due to the reference of the atmospheric environment information, when it is determined that the area is crowded with pedestrians based on the big data using the location information of the smartphone, This may be the case, for example, where it is estimated that a large amount of emissions will be generated based on speed and traffic volume.

In addition, the area affected by the exhaust gas emission may be set to any administrative zone unit, or may be set as a zone connecting a plurality of coordinates as a boundary point, and may be set as a zone between the specific facility itself / It may be set to a zone within a radial distance.

Of course, the above-described setting examples are illustrative, and the embodiments of the present invention are not limited by setting criteria of this area, setting range, setting period, and the like.

In the following description, the area affected by the exhaust gas for convenience is referred to as " Green Zone ".

In the embodiment of the present invention, the green zone on the route is judged. When the EV running in the zone before the green zone is not allowed by the SOC in the green zone, the priority in the green zone is judged. It is suggested that the interval be determined. Of course, if the entire range of Green Zones is capable of EV travel, EV travel can be carried out throughout the Green Zone, regardless of the priority within the Green Zone.

First, the concept of priority according to the present embodiment will be described.

The priority according to this embodiment can be determined according to the object requiring greater protection in the green zone. For example, when the priority order is classified into four ranks, a criterion of each ranking can be given as follows.

1: It is a data base based on analyzed data through heart rate measuring device, fitness assist device, etc. IoT device and many people having high respiratory frequency due to high heart rate

Secondary: Areas with a high number of people requiring priority protection, such as seniors and poor health, based on topography (hospitals, schools, childcare facilities, nursing homes, etc.)

3 ranks: Flowing population area through Hand Held device and floating population monitoring sensor

4th rank: area pre-set as green zone based on map of navigation system

The number and classification criteria of the above-mentioned priorities are illustrative, and more or less priorities can be given as necessary. The criteria can also be changed in consideration of big data-based real time data aggregation, cumulative statistics, As shown in FIG.

At least one of the above-described ranking classification criteria, information necessary for ranking according to each region, and information about a corresponding region in each rank can be acquired wirelessly from a vehicle such as a telematics center or a service server. When such information is acquired in the vehicle, the vehicle predicts the SOC at the time of entering the green zone, and converts the predicted SOC into the EV travelable distance. Also, the vehicle can determine the EV travel period in the green zone by determining the length per priority in the green zone using the information obtained from the outside, and comparing the determination result with the EV travelable distance. This will be described with reference to FIG.

FIG. 4 shows an example of an allocation mode of an EV traveling interval based on the priority in the green zone according to an embodiment of the present invention.

Referring to FIG. 4, the left bar of the graph shows the SOC when entering the green zone converted to the EV travel distance, and the right bar shows the result of summing the priority of the regions corresponding to the priorities in the green zone. Therefore, the height of the right bar corresponds to the total length of the green zone.

In case of CASE1, the entire green zone can be driven in EV mode because the EV travelable distance is longer than the total length of the green zone. However, in CASE2, the V-mode travelable distance is shorter than the total length of the green zone, so the entire green zone can not travel in the EV mode. Accordingly, when determining the EV travel period based on the priority, the entirety of the section corresponding to the first rank and the section corresponding to the second rank can be the EV mode traveling section, and the whole section corresponding to the fourth ranking can be the HEV mode traveling Section. Meanwhile, a part of the section corresponding to the third order may be an EV mode travel section, and the rest of the section may be an HEV mode travel section. In this case, the EV mode travel section may be allocated to an area where the vehicle travels first among the sections corresponding to the third rank on the traveling route, or may be allocated to an area having a section corresponding to a higher or lower position. Alternatively, mode switching may be performed within a period corresponding to the third order according to general mode switching conditions such as SOC, slope, and running load.

The configuration of the apparatus for performing the mode change control within the green zone will be described with reference to FIG.

5 is a block diagram illustrating an example of a hybrid vehicle structure for performing engine start control according to an embodiment of the present invention.

5, the hybrid vehicle 310 according to the present embodiment includes an image recognition unit 311 for performing image recognition, a GPS reception unit 313 for acquiring current position information, a map database 315, a navigation system 317 and a green zone determination unit 319. The green zone determination unit 319 may include a priority determination unit 319-1.

The image recognition unit 311 includes at least one image acquisition device such as a camera, and can acquire images around the vehicle. The obtained image can be judged whether or not the current position is a position corresponding to a green zone such as an indoor or outdoor, a parking lot, a park, a drive through, a hospital, etc. through processes such as feature point extraction, sign recognition, and object recognition .

The GPS receiving unit 313 may include at least one GPS module to acquire the current position information of the vehicle, and may transmit the information to the navigation system.

The map database 315 stores map information, and information such as a type of road, an inclination, a distance, and a green zone setting information can be stored.

The navigation system 317 applies the position information transmitted from the GPS reception unit 313 to the map information of the map database 315 to determine whether the current position corresponds to the green zone set in the map information and when the destination is inputted, The presence of a green zone, the location of the green zone, the length of the green zone, and the topography characteristics in the green zone.

The green zone determination unit 319 can finally determine whether the current position corresponds to the green zone by combining the information acquired by the image recognition unit 311 and the navigation system 317. [ The priority determination unit 319-1 obtains the region-based information (the population distribution based on the big data, the population configuration, the feature type, and the like) in the green zone to be compared with the determination criteria of the priority order and the determination criteria described above, You can determine the regional priorities within the zone. Here, the criterion for determining the priority may be stored in advance or may be received from the outside. Further, the area-specific information in the green zone can be received from the outside via the navigation system 317, the telematics unit, or a separate wireless communication module.

According to one aspect of the present embodiment, the image recognition unit 311 may use an image acquisition unit provided in the advanced driving assistance device ADAS or may be implemented in a form included in the ADAS.

According to an aspect of the present embodiment, the navigation system 317 may be implemented in the form of an AVN (Audio / Video / Navigation) system.

According to an aspect of the present embodiment, the green zone determination unit 319 may be implemented as a separate controller from the AVN system, or may be implemented in a form included in the AVN system. When implemented as a separate controller, the green zone determination unit 319 may be a hybrid controller, but is not necessarily limited thereto.

According to one aspect of the present embodiment, when the recognition result of the image recognition unit 311 and the recognition result of the navigation system 317 are different from each other in the determination of the final green zone, the green zone determination unit 319 assigns a weight Or it may be determined that the current position is the green zone only if the recognition result is the same as the green zone.

According to one aspect of the present embodiment, the image recognition unit 311 provides the obtained image or image processing result to the green zone determination unit 319, not the green zone determination result, and the green zone determination unit 319 A determination may be made as to whether or not the image is a green zone using the transmitted image. Further, according to an aspect of the embodiment, the driver can directly input the current zone as a green zone through a predetermined button operation, a menu operation, or the like.

Next, an overall travel mode change control process according to the present embodiment will be described with reference to FIG. 6 based on the above description.

6 is a flowchart illustrating an example of a travel mode change control process according to an embodiment of the present invention. In FIG. 6, it is assumed that the position of the green zone on the travel route is known to the vehicle in advance, for example, a destination is set in the navigation system.

Referring to FIG. 6, when the driving control mode considering the priority in the green zone is activated (S610), it can be determined whether the entire green zone can be driven in the EV mode (S620). For this purpose, the expected SOC of the vehicle at the entry into the green zone can be converted into the mileage and compared with the length of the green zone.

If it is possible to execute the EV mode for the entire green zone, it can be determined whether or not the engine catalyst heating is required in the green zone (S630). If necessary, the priority for each position in the green zone is determined, Can be determined as the catalyst heating period (S640A). Alternatively, if catalytic heating is not required, the EV traveling with respect to the entire green zone may be performed (S640B).

If the EV travel is not possible for the entire green zone (NO in S620), priority determination can be performed for each position in the green zone, thereby assigning priority to each region and corresponding to each priority (S650). ≪ / RTI >

As a result of the priority determination, it can be determined whether or not the priorities of the positions in the green zone are all the same (S660). If they are all the same, it is determined whether there is a priority unspecified zone or a high-load zone (S680) Or the high load region is determined as the HEV travel region (S690A), and the other region can be determined as the EV travel region (S690B).

If there is a section having a different priority in the green zone (NO in S660), the EV travelable distance is compared with the section length per priority in the same manner as described above with reference to FIG. 4, and the EV travel section and the HEV A travel section is assigned, and a travel mode change control corresponding thereto can be performed (S670).

Hereinafter, a driving control method according to the present embodiment will be described in more detail with reference to FIG.

FIG. 7 is a diagram for explaining a driving control method according to various priority arranging states in a green zone according to an embodiment of the present invention. In FIGS. 7A to 7C, it is assumed that the upper graph commonly indicates the division of segments by priority of the green zones, and the driving direction is from the left to the right.

7 (a), even if EV running is possible for the entire green zone, when the EV running is continued and the catalyst heating is required during the EV running due to the decrease in the catalyst temperature of the engine, Catalytic heating can be performed. This may be a control corresponding to S640A in Fig.

Next, Fig. 7 (b) shows a case in which the EV travel is possible for the sections having priority orders of 1 and 2. However, if the comparatively short four-rank interval is between the first rank intervals (710), the frequent change of the engine start-up state (busy on / off) occurs and the system efficiency may drop significantly. In order to prevent such a case, when the average value of the priority relative to the total distance of three adjacent sections in which there is a low-rank section between at least three adjacent sections, particularly a high-rank section, is equal to or greater than a certain value EV traveling can be performed in the ranking interval.

On the other hand, even if all of the priorities within the green zone are the same as in FIG. 7 (c), the EV mode driving may be performed or the HEV mode driving may be performed depending on the driving load. This can be a control corresponding to S660 to S690A / S690B in Fig.

The present invention described above can be embodied as computer-readable codes on a medium on which a program is recorded. The computer readable medium includes all kinds of recording devices in which data that can be read by a computer system is stored. Examples of the computer readable medium include a hard disk drive (HDD), a solid state disk (SSD), a silicon disk drive (SDD), a ROM, a RAM, a CD-ROM, a magnetic tape, a floppy disk, .

Accordingly, the above description should not be construed in a limiting sense in all respects and should be considered illustrative. The scope of the present invention should be determined by rational interpretation of the appended claims, and all changes within the scope of equivalents of the present invention are included in the scope of the present invention.

Claims (19)

A method of controlling a traveling mode of a hybrid vehicle,
Determining whether there is a specific area associated with exhaust gas emission on the driving route;
Determining whether or not the first region can be traveled using only the electric motor if the specific region exists;
Determining a priority in the specific area when the first mode travel is not possible; And
And allocating a second mode travel section for performing a second mode travel using at least an engine, the first mode travel section performing the first mode travel for each section corresponding to the determined priority, Of the vehicle. The method according to claim 1,
Wherein the step of determining whether the first mode travel is possible comprises:
Converting a battery charge state (SOC) at the time of entering the specific area into a distance capable of traveling in the first mode; And
And comparing the converted distance with the total length of the specific area. 3. The method of claim 2,
Wherein the assigning comprises:
Summing the lengths of the respective intervals according to the determined priority, and comparing the summed result with the converted distances. The method of claim 3,
Wherein the assigning comprises:
Allocating the first mode travel section to an interval having a priority included within the converted distance according to a result of comparison with the converted distance; And
And allocating the second mode travel section to a section having a priority that is outside the converted distance. The method according to claim 1,
As a result of determining the priority, if there is only the same priority,
Wherein the assigning comprises:
And assigning a priority unspecified period or a high load period to the second mode running period. The method according to claim 1,
Wherein the assigning comprises:
Further comprising the step of assigning the whole of the adjacent plurality of sections to the first mode running section when the priority average of the plurality of adjacent sections is equal to or greater than the predetermined priority. The method according to claim 1,
Determining whether engine catalyst heating is required in the specific region when the first mode travel is possible; And
Further comprising the step of performing said engine catalytic heating in said low priority region when said engine catalytic heating is required. The method according to claim 1,
Wherein the step of determining the priority comprises:
Acquiring at least one of demographics information, topographic information, and information of the specific area set in the navigation system collected through the pedestrian portable device or the fixed device; And
And determining the priority based on the obtained information. The method according to claim 1,
In the specific area,
Wherein the exhaust emission reduction includes an area forced or recommended for the exhaust emission control. A computer-readable recording medium on which a program for executing a traveling mode control method of a hybrid vehicle according to any one of claims 1 to 9 is recorded. In a hybrid vehicle,
A first controller for determining whether or not a specific region related to the exhaust gas emission exists on the driving route; And
Determining whether or not the first mode can be traveled using only the electric motor if the specific area exists, determining a priority in the specific area when the first mode is not possible, And a second controller that allocates a first mode travel period for performing the first mode travel or a second mode travel period for performing a second mode travel using at least an engine for each section corresponding to the priority. 12. The method of claim 11,
Wherein the first controller comprises:
(SOC) at the time of entering the specific area into a distance capable of traveling in the first mode, and compares the converted distance with the total length of the specific area to determine whether the first mode travel is possible. Hybrid cars. 13. The method of claim 12,
Wherein the second controller comprises:
Sums the lengths of the respective sections according to the determined priority, and compares the summed result with the converted distance. 14. The method of claim 13,
Wherein the second controller comprises:
Assigning the first mode travel section to a section having a priority included within the converted distance according to a result of the comparison with the converted distance, The mode car is allocated a section, a hybrid car. 12. The method of claim 11,
Wherein the second controller comprises:
Wherein when the priority is determined to be the same, only the priority unspecified period or the high-load period is allocated to the second mode running period. 12. The method of claim 11,
Wherein the second controller comprises:
And allocates the entirety of the adjacent plurality of sections to the first mode running section when the priority average of the plurality of adjacent sections is equal to or larger than the predetermined priority. 12. The method of claim 11,
Wherein the second controller comprises:
Wherein when the first mode travel is possible, it is determined whether or not the engine catalyst heating is required in the specific area, and when the engine catalyst heating is required, the engine catalyst heating is controlled in the low priority region, . 12. The method of claim 11,
Wherein the second controller comprises:
A navigation system, comprising: at least one of population distribution information collected by a pedestrian portable device or a fixed device, information of a topographic object, information of the specific area set in a navigation system, and determining the priority using the obtained information; . 12. The method of claim 11,
In the specific area,
Wherein said exhaust emission abatement includes forced or recommended areas.

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