US753527A - Gas-engine - Google Patents

Description

PATENTED MAR. 1, 1904.

J- M. STADEL.

GAS ENGINE.

APPLIOATION FILED JUNE 23.1902.

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J. M. STADEL.

GAS ENGINE.

APPLICATION FILED JUNE 23,1902.

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No. 753,527. PATENTED MAR. 1, 1904. J. M. VSTADEL.

GAS EN GIN B.

APPLIUATION FILED JUNE 23.1902. no MODEL.

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No. 753,527. PATENTED MAR. 1,1904.

' J. M. STADEL.

GAS ENGINE.

APPLICATION FILED JUNE 23,1902. 7

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GAS EN GIN B.

APPLICATION FILED JUNE 23,1902.

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l/IIIIIIII PATBNTED MAR. 1, 1904. J. M. STADBL.

4 GAS ENGINE.

APPLICATION FILED JUNE 23.1902.

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q Vih eons 61mm Cid PATENTED MAR. 1, 1904. J. STADEL. GAS ENGINE.

APPLICATION I'ILED JUNE 23,1902

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J. M. sTAbEL. GAS ENGINE. APPLICATION FILED JUNE 23.1902.

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- nuenfo-c 19R huzoozo UNITED STATES Patented March 1, 1904. I

PATENT OFFICE.

JOHN MARTIN STADEL, OF WILMINGTON, DELAWARE, ASSIGNOR OF ONE- HALF TO WILLIAM A. MoCOWEN, OF WILMINGTON, DELAWARE.

y GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No; 753,527, dated March 1, 1904 Application filed June 23,1902. Serial No. 112.928. (Nb model.)

To all whom/it may concern/.-

Be it known that I, J oHN' MARTIN STADEL, a citizen of the United States of America, and a resident of Wilmington, in the county of Newcastle and State of Delaware, have invented certain new and useful Improvements in Gas-Engines,of which the following is a specification. v

This invention relates to improvements in gas engines, and especially to those engines which are adapted for use on launches, ships,

&c., although, of course,.it is readily adapted I 2 and 3 for the main shaft 4, and the latter is .to other purposes.

Itis my object to construct an engine which 1 is extremely compact, very powerful for its size, andone that can be easily kept from undue heating. I,

A further object is toinvent an engine in which the driving-shaft is at the very bottom 1 or base of the engine notwithstanding the fact that the fly-wheel and its shaft are loobjectionable features common to engines with which I. am familiar, but. enables me to place a pump under the fly-wheel shaft and yet have the main shaft placedextremely low.

,tral longitudinal section.

' With these main objects in view my invenat the end hereof.

In the drawings accompanying and forming I a part of this application, Figure 1 1s a sidev elevationof an engine constructed in accordance with my improvement, the mam shaft being shown as broken away. Flg. 2 1s an end elevation taken from the right-hand end as shown in Fig. 1. Fig. 3 is a side elevation taken from the opposite side from that shown in Fig. 1. Fig. 4: is a top plan with the cylinder-head removed. Fig. 5 is a vertical cen- Fig. 6 is a horizontal section through the line a a of'Fig. 3. Figs. 7 and 8 are details of one of the drivinggears and its connnected parts. Fig. 9 is a vertical section of part of the cylinder, showing the inlet and exhaust valves in section and with other features omitted. Fig. 10 is a perspective View of the mechanism for opening the inlet and exhaust valves entirely detached from the engine to avoid confusion. Fig. 11 is an enlarged detail of the cushioned head of tional View of an air-valve. v

Referring now to the details of the drawings by numerals, 1 represents the base-casting, to which are bolted the bearing-boxes the main cylinder. Fig. 12 is a detail sec- I thus supported as near as possible to the-base casting or the foundation on which itrests in order to specially adapt the engine for use in launches, &c. Bolted to the base-casting 1 and extending up and over the mainsh'aft 4L .and its bearings is a shell or housing 5, to

which is bolted, on the top thereof, the main cylinder 6, the latter being provided with a flanged part 7 at its base affording sufficient strength for bolting. This main cylinder 6 is best shown in Fig. 5, where it will be seen that it has a central passage 8 extending entirely through it and of uniform bore. Around this cylinder is formed a'water-j acket 9, which is provided with an inlet 10, (see Figs. 1 and 2,)

near the bottom thereof, and an outlet 11,

will be found a standard 12, bolted to said casting and on which is supported the fly- .wheel shaft 13, whose inner end passes mto and is journaled in a boss 13 on the main cylinder 6. (See Fig. 5.) Motion is transmitted to this shaft by means of two gears 1i and 15, the first of which is on the main shaft 4 and the other on the fly-wheel shaft 13. Intermediate of its two bearings the shaft 13 has rigidly secured to it the fly-wheel 16, and on the outer end of said shaft is secured a collar 17 having a Wrist-pin 18 to which is connected the piston-rod 19 of a trunk-piston 20, which latter works in a pump .-cylinder 21, bolted to the main casting 1. (See Fig. 5.) Motion is thus transmitted from the main shaft 4 to the shaft 13 and from thence to the piston 20, by which water may be pumped from a suitable source of supply (see the inletpipe 22 in Fig. 3) through the outlet-pipe 23 (see Fig. 1) into the Water-jacket 9, heretofore referred to, the water leaving the jacket through the pipe 11, where it may be conducted to any suitable place. When my engine is used in a vessel, (for which it is specially arranged,) the inlet and outlet pipes may be connected through the bottom or sides of the boat into the water, and this of course provides a never-ending supply of cool water. 1

On reference to Fig. 5 it will be seen that the main shaft 4 is divided, and each half has a crank-disk 24 secured to it. These disks are connected by a wrist-pin 25, (shown in dotted lines,) to which is connected a piston-rod 26, which is pivotally attached to the main piston 27 which works in the main cylinder 6. This piston is of novel construction and consists of the usual trunk-piston proper, (marked 27 and bolted thereto is a head 28, and between the piston 27 and this head 28 are two thicknesses of packing, which are turned in opposite directions, so that one, 29, projects downward and the other, 30, projects upward. The head 28 is formed with an annular open- ,ing 31, and passages 32 lead into the annular opening, so that when the expanding gases are driving the piston downward part of the gas enters the passages 32 and acting against the packing 30 forces it outward against thebore of the cylinder, and thus insures the utmost effi oiency in practical operation. The piston is also formed with an annular groove 33, from one side of which leads an oil-duct 34,1eading downward to the pivotal pin 37, connecting the piston with its piston-rod. The result of this is that as the piston passes upward the oil from an oil-cup 35 passes through a pipe 36 and is scraped into the aforesaid groove 33 and passes from thence to the pivotal pin 37, and any surplus oil may pass from the pin 37 down the piston-rod and lubricate the lower swelled portion of the piston-rod as it turns between the crank-disks 24. The head of the main cylinder 6 is also formed in a novel manner ahd comprises the head proper, 38, which is also provided with the usual bolt-holes 38, by which it is secured in position, and escape-openings 39.

(See Figs. 5 and 11.) In addition the head has an upwardly extending boss 40, through which passes a spindle 41, on the lower end of which is which passes through a slot 46 in the boss 40. It will be obvious from an inspection of my drawings that if too great an explosion occurs the upper piston will be driven slightly upward against the tension of the spring 43, and thus prevent any damage. It will likewise be evident that this spring-piston absorbs a great deal of the vibration. The spring besides absorbing vibration may also be adjusted by the adjusting-nuts 44, so that the spring-piston has some of the characteristics of a safety-valve. The piston proper, 42, is formed very much like the main piston 27, as it has a head 48, with two rings of packing 49 and the-perforations 50, leading into the annular passage 51, so that the expanding gases may enter and spread the packing, and thus insure a perfect fitting.

The cushioned head just described and illustrated in my drawings is not claimed herein, but forms the subject-matter of a divisional application filed February 5, 1904.

Before passing from the description of the piston I would state that the piston 27 is balanced with the fly-wheel 16 by forming an opening 51 in the latter, which is covered by a name-plate 52. The amount of metal taken from this fly-wheel at this point is about sufiicient to counterbalance the weight of the pis. ton, and as the piston and the light side of the fly-wheel are always on the same side of their respective shafts one is counterbalanced by the other.

The inlet and exhaust valves and the igniter are all operated from the main shaft 4 by means of the following-described mechanisms: Rotating with the main shaft 4 is an eccentric 55,andmotion is transmitted therefrom by means of the eccentric-strap 56 and connecting-rod 57 to a crank-pin 58, secured to a crank 59, revolving on a shaft 60, screwed into the side of the cylinder 6. (See particularly Fig. 5.) To insure proper working of the parts, the connecting-rod 57 is slotted,as shown at 61, so as to permit it to slide on and be guided by a stud 62, projecting from the main cylinder 6, as seen best in Figs. 2 and 5. Thecrank 59 is formed integral with a pinion 63 and a sleeve 64, all of which parts rotate on the aforesaid shaft 60, as motion is transmitted to them by means of the eccentric connections 55, 56, and 57. The pinion 63 meshes with a gear 65, containing just twice the number of teeth on the pinion 63, and this gear is fixedly seas the shaft 66 rotates are caused to alternately make contact with and wipe the contact 70, (seen in Fig. 6,) which latter forms part of a spindle or wire which is screw-threaded into a bushing 71 and provided with the usual binding-screw 72, by which the electric wire may be secured. It will be evident that as the igniting-shaft rotates only once to two rotations of the main shaft 4: the igniting-contact 68 only contacts with the companion contact 70 once in two revolutions of the main shaft 4 or at every other stroke of the piston 27.

Loosely journaled on the igniter-shaft 66 is an eccentric 74:, which is given its rotary movement through a stud or pin 75, which projects therefrom and passes through a circular slot 76, formed in the gear 65, and when this stud is at either end of the slot it of course is moved with the gear, and thus transmits its motion to the eccentric 74. An eccentricstrap 77 and connecting-rod 78 are provided to transmit the movement of the eccentric to rock a rock-shaft 79, journaled in a bearing 80, bolted to the main cylinder 6, a crank 81 being interposed between the connecting-rod 78 and the rock-shaft 79. Near the opposite end of the rock-shaft7 9 is secured a tappet 82, provided with an adjustable face 83, which may be changed as necessary by moving the adjusting screw 84. See Figs. 2 and 9.) Situated immediately over this tappet 82 is the exhaust-valve casing 85, which contains the exhaust-valve 86, fixed to a spring-actuated spindle or stem 87, the valve-casing being provided with an outlet-pipe 88, by which the exhaust-gases may be led or fed into a suitable muflier. (Not shown.) At the upper end of the valve-casing is connected a tube or port leading into the main cylinder 6, as shown in Fig. 9. It will be evident from this construction that as the rock-shaft 79 is rocked it moves toward and away from the springactuated valve-stem 87, and when it moves against it, as seen in Fig. 9, at every second revolution of the main shaft 4: the exhaustvalve is opened,-'and as the shaft is rocked in the reverse direction the spring-actuated stem 87 is released and the valve automatically closes and remains closed until the tappet is again brought upward at the next second revolution of the main shaft.

On the extreme outer end of the rock-shaft 79 I fixedly secure a crank 89, to which is connected a valve-actuating rod 90, which latter is partially supported at about its central portion by means of a suspending-hanger 91, pivotally secured to the main cylinder 6, as seen at 92 in Figs. 1 and 5. This pivoted hanger 91 is hollow and has a spindle 93 of-a yoke 94 working therein, which is pressed downward by a spring "95, placed around said spindle. The forward end of this valve-actuating rod 90 is slotted in a vertical plane, as seen at 96 in Fig. 10, and a screw 97 passes through this slot and adjustably secures a hook 98 to the rod 90. This hook opens the inlet-valve, as will be hereinafter described.

The inlet-valve is connected to the main cyl' inder 6 at the opposite side to which the exhaust-valve is connected, as clearly shown in Fig. 9, and this valve comprises a casing 100, having a port 101, leading into the cylinder, and a cover 102, provided with aconnection 103, by which the engine may be connected with any suitable supply, and with a cock 106, by which lubricant may be supplied to the valve. A suitable port 10 1 leads from this cover into the valve-chamber, and a slidevalve 107 is held against the insideof the cover, so as to open and close the port 104, by

springs 105, which bear against the valve and the-rear wall of the valve-casing 100. This is clearly shown in vertical section in Fig. 9 andin horizontal section in Fig. 6. The slidevalve 107 has an inlet-opening 108 through it and a vertical channel 110 in its rear side, and fitting within this channel is a valve-stem 111, which is provided with two pins 112 and 113, bearing, respectively, on the top and bottom of the slide-valve 107 and causing the valve and its stem to move together. The valve-stem 111 passes downward and through the stufling-box 114 into asocket 115, a coiled spring 116 being employed between the head of the stuffing-box 114: and the socket,115, which normally holds the valve-stem 111 and its valve 107 in its extreme lower position when the supply is'cut off, as seen in Fig. 9. a

At the rear of the valve-casingl02 is a rockshaft 117, which is suitably supported in a bearing-box 118, bolted to the main cylinder 6, and to this rock-shaft is secured a crank 119, which is connected to the socket 115 of the valve-stem 111 by means of a pivoted link 120. The rocking of the shaft 117 of course opens the valve 107 through the intermediate connections just described. To cause this shaft to rock, and thus open the valve 107, I

secure a crank-arm '121 to the end of the rockshaft 117, which arm projects upward under the hook 98 of the valve-actuating rod 90, hereinbefore described. In order to properly guide the parts, the crank 121 is provided under the hook 98, and it of course follows that when the hook 98 and its rod 90 are moved forward by the rockingof the shaft 79 the hook 98 drops over the point of the cam 123, and as said hook and its rod 90 move back again the hook 98 moves the cam, and thereby rocks the shaft 117, which in turn opens the valve 107 through the intermediate connections. As the rod 90and its hook draw the cam 123 slightly to the rear of its normal position the cam is turning with its shaft 117, and the cam thus causes the hook to rise until it-disengages the cam, when the latter is free to be forced to its normal position through the agency of the spring 116, and this movement of course closes the valve. 7

From the construction so far described it will be seen that the igniting-shaft, the exhaust-valve, and the inlet-valve are all operated from the same eccentric-namely, the eccentric 55 on the main shaft 4.

I have hereinbefore described the ignitingshaft66 as having an eccentric 74: loosely journaled thereon and that said eccentric has a pin or stud passing into a slot,and thus deriving its movement from the gear-wheel 65. (See Figs. 7 and 8.) The object of this construction is to enable an attendant to stop the engine and turn the fly-wheel in the opposite direction to that in which it was moving and in doing this change the relative location of the parts, so that the engine will run in the opposite direction when the gas is again turned on. The

circular slot 76 in the gear-wheel 65 permits this movement of the parts-with relation to each other,so that when the fly-wheel is moved in the reverse direction it changes the location of the main crank, the piston, and the igniting devices without changing the relative location of the valves, and yet in doing this the crank, piston, and igniter are all brought to the proper position to run the engine in the reverse direction. It will be understood, of course, from reference to Figs. 7 and 8 that while the crank, piston, and igniting devices are reversed by the movement of the flywheel the eccentric 74:, which controls the movement of the valves, does not move until the gear-Wheel moves around theshaft 66 until the opposite end of the slot engages the pin or stud 75, projecting from the eccentric 7 1, and thus begins to move the latter and their connected parts.

In order to provide for the admission of air to mix with the gas entering through the slidevalve 107, I provide an automatic air-valve, which lSQSlflOWIl in Figs. 1 and 2 and in detail in Fig. 12. This valve is provided with a casing 125, which has an air-pipe 126 leading into the main cylinder 6 alongside of the gas-inlet 101. Working within the valvecasing 125 is a valve 127, kept on its seat 128 by means of a spring 129, working between the bottom of the valve-casing 125 and a collar 130 on the valve-stem 131, and at the lower end of the casing are a number of perforations 132 for the admission of air. The operation of this valve is automatic, and when the main piston descends it causes the usual vacuum and lifts the valve 127, admitting sufficient gas to pass into the cylinder and mix with the gas which has been entering through the inlet 101. Of course as soon as sutficient air has entered the valve will be automatically closed by its spring 129.

The operation of most of the parts has been briefly described indescribing theirconstruction, and hence I will give only a brief description of the operation, which is as follows: When the parts are in the positions indicated in Fig. 5, the charge is just being ignited, which drives the piston 27 downward, motion being thus transmitted through the main eccentric 55 and its connected parts to the inlet and exhaust valves, and the parts are timed so that when the piston reaches the end of its downward stroke the tappet at the rear of the engine is moved upward into the position shown in Fig. 9 and then opens the valve 86, so that as the piston moves upward the charge will be pumped out of the open exhaust-valve. By the time the piston is at the end of its upward stroke the rock-shaft 79 has been moved again to permit the exhaust-valve to close. The continued movement of the piston (which is of course now caused by the momentum of the fly-wheel) causes the piston to descend, and at this time the hook (see Fig. 10) has drawn onto crank 121 to open the inlet and admit the charge. Further movement of the parts causes the valve-actuating rod 90 to move in the opposite direction, and when it moves sufficiently far the cam 123 trips the hook 98 and permits the inlet-valve to close. The main piston is now making its upward stroke to compress the charge, and just as it starts its downward movement the movable igniting contact 68 breaks contact with its companion contact and ignites charge to repeat the movements, as just described.

From the foregoing description and the ac companying drawings it will be seen that I have invented a most compact engine of great power compared with its size and one withal that is especially adapted to its use on vessels, owing to the fact that its mainshaft is very near the base,- notwithstanding the relatively high location of the fly-wheel and its shaft. It will also be seen that I have produced an engine in which the igniting-shaft, the inletvalve, and the exhaust-valve all operate from one eccentric secured to the main shaft. In addition to these features I have an engine-in which the water-jacket is kept cool with practically no expense by utilizing a crank connected with one of the shafts for operating a pump to keep a constant supply of cool water in the water-jacket.

It is obvious that changes may be made without departing from the spirit of my invention, and I therefore wish it understood that Ihave illustrated what I now consider the preferable embodiment of my invention and that the following claims are intended to cover all such variations and modifications as would naturally suggest themselves.

What I claim as new is 1. In an engine, a base, a propeller-shaft suitably supported in close proximity to said base, an engine-cylinder arranged over the aforesaid shaft and having its piston-rod driving the latter, a fly-wheel shaft arranged above the aforesaid shaft and receiving motion therefrom, and apump situated under said fly-wheel shaft and driven thereby; the arrangement of the parts being such as to permit the first-mentioned shaft to be at the lowest point, and

the pump to be driven from and situated underneath the fly-wheel shaft; substantially as described.

2. In an engine, a base, a main shaft suit ably supported in close'proximity to said base,

a main cylinder arranged over said main driv-' point, and the pump to be driven from and: situated underneath the fly-wheel shaft; substantially as described.

3. In an engine, a substantially vertically arrangedcylinder, a piston working therein and having a downwardly-working piston or connecting-rod, a main shaft under said cylinder connected with said piston-rod, a flywheel, an inlet-valve, an exhaust-valve, and a rotatable igniter and a single connection with said main shaft for operating the valves and rotating the igniter, substantially as described.

4. In an engine, a substantially vertically arranged cylinder, a piston working therein and having a downwardly-working piston or connecting-rod, a main shaft under said cylinder connected with said piston-rod, a rotatable igniter, inlet and exhaust valves, and an eccentric on the main shaft for operating said Valves and rotating said igniter, substantially.

as described.

5. In an engine, and in combination with the piston and shafts thereof, a rotatable igniter and igniter-shaft, inlet and exhaust valves operative from said shaft andan operating connection between said igniter-shaft for rotating said igniter-shaft and said main shaft, substantially as described.

6. In an engine, and in combination with the piston and main shaft thereof, a rotatable igniter and igniter-shaft, inlet and exhaust valves operated from said igniter-shaft, and an eccentric connected with said main shaft for rotating said igniter-shaft, substantially as described.

7. In an engine, and in combination with the valves, the piston and main shaft thereof, a rotating igniter and an igniting-shaft, operating connections between said igniting-shaft and said main shaft, and an eccentric on said igniter-shaft foroperating said valves, substantially as described.

8. In an engine, in combination with the valves, the piston and main shaft thereof, a-

the valves, the piston and main shaft thereof, an igniting-shaft, an operating connection between said igniter and main shafts, mechanism interposed between said igniter-shaft and said valves, said mechanism comprising an eccentric loosely connected with said igniter-shaft, substantially as described. 10. In'an engine, and in combination with the valves, the piston and main shaft thereof, anigriiter-shaft operated from said main shaft, an eccentric on said igniter-shaft, intermediate connections between said eccentric and said valves, and a loose connection between said eccentric and the igniter-shaft, substantially as described.

11. In an engine, and in combination with the valves, the piston and main shaft'thereof,

an igniter-shaft having a gear thereon for receiving motion from said main shaft, an eccentric on said igniter-shaft having a loose connection with said gear, and intermediate connections between said eccentric and said valves, substantially as described.

12. In an engine, and in combination with the valves and the main shaft thereof, an igniter-shafthaving a gear thereon, intermediate connections between said'gear and the main shaft, an eccentric loosely connected with the igniter-shaft, a loose connection between said eccentric and said gear, and intermediate connections between said eccentric and valves for operating saidvalves, substantially as described.

13. In an engine, and in. combination with the main shaft thereof, a second rotatable shaft carrying a rotatable igniter, intermediate connections between said shafts, inlet and exhaust valves, a rock-shaft for operating said valves, and an operative connection between said rock-shaft and the shaft for rotating the igniter, substantially as described.

14. In an engine, and in combination with the main shaft thereof, a rotatable ignitershaft receiving motion from said main shaft, a rock-shaft rocked through a connection with said igniter-shaft, an exhaust-valve and a connection between said rock-shaft and said exhaust-valve for operatingthe latter, substantially as described. 7

15. In an engine, and in combination with the main shaft thereof, a rotatable ignitershaft operative from said main shaft, a rock shaft'operated from said igniter-shaft, exhaust and inlet valves, and connections operated by said rock-shaft for opening said valves, substantially as described.

16. In an engine, and in combination With the main shaft thereof, an igniter-shaft operated from said main shaft, a rock-shaft rocked through said igniter-shaft, inlet and exhaust valves, a tappet operated by-said rock-shaft for opening said exhaust-valve, and intermediate connections between said rock-shaft and the inlet-valve for operating thesame, substantially as described.

17 In an engine, and in combination with the main shaft thereof, an igniter-shaft, operated from said main shaft, a rock-shaft rocked through said igniter-shaft, exhaust and inlet valves, a tappet on said rock-shaft for operating said exhaust-valve, a crank on said rockshaft, and a connection between said crank and the inlet-valve for operating the latter, substantially as described.

18. In an engine, and in combination with the main shaft thereof, an igniter-shaft rotated through said main shaft, a rock-shaft rocked by said igniter-shaft, exhaust and inlet valves, a tappet on said rock-shaft for operating said exhaust-valve, a crank on said rock-shaft, a supplemental shaft connected with the inletvalve, and a hook and cam interposed between said crank and said last-named shaft, for operating the inlet-valve, substantially as described.

19. In an engine, and in combination with the main shaft thereof, a rock-shaft, exhaust and inlet valves, a tappet on said rock-shaft for operating said exhaust-valve, a crank on said rock-shaft, a supplemental shaft having a connection with the inlet-valve, and a hook and cam interposed between said crank and said supplemental shaft for operating the inlet-valve, substantially as described.

20. In an engine, and in combination the cylinder and main shaft thereof, an inlet-valve arranged on one side of the cylinder, and an exhaust-valve arranged on the opposite side thereof, a rock-shaft operated from the main shaft, and connections between said rock-shaft extending from one valve to the other, for operating said valves, substantially as described.

21. In an engine, a base, a main shaft suitably supported in close proximity to said base, a main cylinder arranged over said main shaft and having its piston-rod driving the same; and a fly-wheel shaft arranged above said main shaft and driven therefrom at substantially the same speed; substantially as described.

Signed by me at Wilmington this 2d day of Witnesses:

AMos COLE, J. W. Cooke.

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