CN112793677A - A portal virtual rail train and its steering tracking control method - Google Patents

Abstract

The invention relates to a gate type virtual rail train and a steering tracking control method thereof. The steering tracking control method comprises the following steps: the method comprises the steps of obtaining the movement speed of each wheel of a virtual rail train, wheel rotation angle data of each suspension of the train, each hinge angle data, reference path curve radius data and the position of each suspension on a line; numbering each suspension in sequence according to the sequence from the train head to the train tail; judging the current running states of the train head and the train body; the wheel rotation angle of the corresponding suspension is acquired. Compared with the prior art, the method has the advantages of high tracking precision, quick response, strong expandability, high matching performance of tracking control and vehicle architecture and the like.

Description

A portal virtual rail train and its steering tracking control method

technical field

The invention relates to the technical field of virtual rail trains, in particular to a portal virtual rail train and a steering tracking control method thereof.

Background technique

The virtual rail transit system is a road traffic system that adopts the urban rail transit operation management mode. The so-called "virtual track" is different from the physical track used in the traditional railway transportation system, but a new type of "digital track" formed by adding a series of ground sensing devices or beacons on traditional urban roads. The virtual rail train adopts non-contact guidance technology and rubber wheel running parts, uses environmental perception technology to identify and perceive virtual track information and train operating environment, uses information fusion technology to achieve high-precision vehicle positioning, and uses tracking control technology to achieve train self-driving. guide. Therefore, virtual rail trains have the advantages of large volume of traditional trams, high running stability, strong adaptability of buses and BRTs, and low road construction costs.

Considering the fact that virtual rail trains have longer groupings than traditional road public transport vehicles, it is the core problem to realize that each vehicle body module of the vehicle effectively follows the road. Therefore, multi-wheel steering control technology is one of the key technologies in the tracking control process of virtual rail trains. At present, there has been some research on the path following control of virtual rail trains with various architectures. For example, Chinese patent CN110244731A discloses a three-section marshalling virtual rail train active tracking control method, which is specifically: (1) virtual rail train master The controller reads the virtual track information through the cameras of the leading car and the trailing car, and judges whether the vehicle deviates from the track; (2) According to the offset of the vehicle relative to the track, calculate the leading and trailing cars required to make the vehicle track. Wheel steering angle of each axle; (3) According to the vehicle size parameters and the steering angles of each axle of the leading car and the trailing car, determine the turning radius and speed instant center of the leading car and the trailing car, and calculate the speed instant center of the middle car; ( 4) Calculate the wheel steering angle of each axle of the intermediate car from the vehicle size parameters, the turning radius of the leading and trailing cars, and the instantaneous center of speed of the intermediate car; (5) The virtual rail train tracking controller is based on the target steering angle of the wheels of each axle. By controlling each steering motor, although the vehicle tracking operation is realized, the tracking accuracy is not high when the above method is used for tracking at the corner, the tracking algorithm runs for a long time, and the response is relatively slow.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a portal virtual rail train and its steering cycle with high tracking accuracy, rapid response, strong scalability, and high matching between tracking control and vehicle structure in order to overcome the above-mentioned defects in the prior art. trace control method.

The object of the present invention can be realized through the following technical solutions:

A portal virtual rail train, the portal virtual rail train comprises an end car body module ECM, an intermediate car body module ICM, a portal workshop connection module GCM, a dynamic suspension module PSM, a non-dynamic suspension module NPSM, Hinged structure and locking mechanism;

The end vehicle body module ECM is connected with the intermediate vehicle body module ICM through the vehicle body connection module GCM;

The end body module ECM is installed on the power suspension module PSM; the workshop connection module GCM is installed on the non-power suspension module NPSM;

The portal workshop connection module GCM is installed on the non-power suspension module NPSM through the secondary suspension;

The workshop connection module GCM and the end vehicle body module ECM and the workshop connection module GCM and the intermediate vehicle body module ICM are connected through a hinge structure;

The locking mechanism is used to constrain the freedom of movement between the workshop connection module GCM and the vehicle body module in front of the movement direction, and is respectively arranged between the workshop connection module GCM and the end body module ECM, and between the workshop connection module GCM and the intermediate vehicle. between the body modules ICM.

Preferably, wheel speed sensors are provided at the wheels of the end body module ECM and the intermediate body module ICM; the power suspension module PSM and the non-power suspension module NPSM are both provided with wheel angle angles a sensor; the hinged structure is provided with a hinge angle sensor; the portal virtual rail train is provided with a positioning module for positioning the vehicle.

A steering tracking control method for the above-mentioned portal virtual rail train, the steering tracking control method comprising:

Step 1: Obtain the motion speed of each wheel of the virtual rail train, the wheel angle data of each suspension of the train, the data of each articulation angle, the data of the curve radius of the reference path, and the position of each suspension on the line;

Step 2: Number each suspension in sequence from the head of the train to the tail of the train;

Step 3: According to the data obtained in step 1, determine the running state of the current train head and body, including the head turning from a straight line, the head turning, the body turning from a straight line, the body turning, and the head turning Enter the straight state and the vehicle body enters the straight state by turning;

Step 4: Obtain the wheel angle of the corresponding suspension according to the train running state obtained in Step 3, and complete the steering control.

Preferably, the motion speed of each wheel of the train is obtained by a wheel speed sensor installed at the wheel;

The wheel angle data of each suspension of the train is obtained by measuring the angle sensor;

The data of each hinge angle is obtained by measuring the hinge angle sensor installed in the workshop;

The reference path curve radius data is obtained by detecting the head car sensor or using the transponder on the line;

The position of each suspension on the line is obtained through the vehicle positioning module.

Preferably, the head of the virtual rail train is in a state of turning from a straight line, that is, when the first suspension starts to drive from the straight section to the circular curve section and the second suspension is still in the straight section, the second suspension The calculation method of the rotation angle δ ₂ is:

Among them, L is the wheelbase of the virtual rail train; R ₁ and R ₂ are the instantaneous motion radii of the first suspension and the second suspension, respectively, and the calculation methods of R ₁ and R ₂ are:

为第一悬架在圆曲线区段的运行时间；R为圆曲线半径；δ₁为第一悬架的车轮转角；v₁为第一悬架的运动速度。in,

is the running time of the first suspension in the circular curve section; R is the radius of the circular curve; δ ₁ is the wheel angle of the first suspension; v ₁ is the movement speed of the first suspension.

Preferably, the head of the virtual rail train is in a turning state, that is, when the first suspension and the second suspension are in the circular curve section at the same time; the calculation method of the wheel angle δ ₂ of the second suspension is:

δ ₂ =δ ₁

Wherein, δ ₁ is the wheel angle of the first suspension.

Preferably, the body of the virtual rail train enters the turning state from a straight line, that is, when the i-th suspension starts to drive from the straight-line section to the circular curve section and the i+1-th suspension is in a straight curve, where i≥2 , the calculation method of the wheel angle δ _i+1 of the i+1th suspension is:

Among them, point A is the center point of the i-th suspension; point B is the center point of the i+1-th suspension; point C is the hinge point between the i-th suspension and the i+1-th suspension; point O is the adjacent two The instantaneous center of velocity of the motion of the center point of the suspension;

∠ABC and ∠ABO are calculated as:

为第i悬架在圆曲线区段的运行时间；v_i为第i悬架的运动速度。Among them, L _s is the longitudinal installation distance of the hinge points at both ends of the workshop connection module GCM, and γ _i-1 is the hinge angle between two adjacent car bodies;

is the running time of the i-th suspension in the circular curve section; v _i is the movement speed of the i-th suspension.

Preferably, the body of the virtual rail train is in a turning state, that is, when the i-th suspension and the i+1-th suspension are in the circular curve section at the same time, where i≥2, the wheel angle of the i+1-th suspension is The calculation method is:

Among them, point A is the center point of the i-th suspension; point B is the center point of the i+1-th suspension; point C is the hinge point between the i-th suspension and the i+1-th suspension; point O is the adjacent two The instantaneous center of velocity of the motion of the center point of the suspension.

Preferably, the head of the virtual rail train is in a state of turning into a straight line, that is, when the first suspension enters the straight line section from the circular curve section and the second suspension is still in the circular curve section, the second suspension The calculation method of the wheel angle δ ₂ of the frame is:

为第二悬架在圆曲线区段的运行时间。in,

is the running time of the second suspension in the circular curve section.

Preferably, the body of the virtual rail train is in a state of turning into a straight line, that is, when the i th suspension starts to drive from the circular curve section to the straight section, and the i+1 th suspension is still in the circular curve section, Where i≥2, the calculation method of the wheel angle δ _i+1 of the i+1th suspension is:

和

分别为第i悬架开始驶出圆曲线区段、驶入直线区段时第i+1悬架、第i悬架的车轮转角初始值和相邻车体铰接角的初始值，

第i+1悬架在圆曲线区段的运行时间，v_i+1为第i+1悬架运动速度。in,

and

are the initial value of the wheel angle of the i+1th suspension, the ith suspension and the initial value of the hinge angle of the adjacent car body when the ith suspension starts to drive out of the circular curve section and when it enters the straight section, respectively,

The running time of the i+1th suspension in the circular curve section, v _i+1 is the movement speed of the i+1th suspension.

Compared with the prior art, the present invention has the following beneficial effects:

1. High tracking accuracy: The steering tracking control method of the present invention requires fewer state parameters of the vehicle and can be accurately measured. The algorithm can adjust the wheel angle of each axle and bridge according to the vehicle's own state and vehicle positioning information, thereby The virtual track train can effectively follow the reference path, and the situation when the vehicle turns is subdivided. Each situation corresponds to different calculation methods, which greatly improves the tracking accuracy of the vehicle when turning.

2. The algorithm has a short running time and rapid response: the steering tracking control method in the present invention has a relatively simple algorithm structure, and the required running time of the algorithm is also short, which makes the response of the virtual rail train relatively fast and effectively improves the safety of the train. sex.

3. Strong scalability: the steering tracking control method in the present invention can perform algorithm expansion and reduction according to different train group lengths, and has high scalability.

4. High matching between tracking control and vehicle structure: the portal virtual rail train in the present invention adopts a modular marshalling form, which is convenient to realize different forms of marshalling as needed, and the motion of each running part of the vehicle is decoupled to realize tracking control. High compatibility with vehicle architecture.

Description of drawings

Fig. 1 is the structural representation of the portal virtual rail train in the present invention;

Fig. 2 is the simplified structure schematic diagram of the portal virtual rail train in the present invention;

Fig. 3 is the schematic diagram when the train head is in the state of turning from a straight line in the embodiment of the present invention;

Fig. 4 is the schematic diagram when the train head is in the turning state in the embodiment of the present invention;

5 is a schematic diagram of the train body in a state of turning from a straight line in an embodiment of the present invention;

6 is a schematic diagram of the train body in a turning state according to an embodiment of the present invention;

FIG. 7 is a schematic diagram of a train head in a straight state from a turn in an embodiment of the present invention;

8 is a schematic diagram of the train body in a state of being in a straight line from a turn in an embodiment of the present invention;

FIG. 9 is a schematic diagram of a train geometric tracking control strategy in an embodiment of the present invention.

The numbers in the figure show:

1. End body module ECM, 2. Intermediate body module ICM, 3. Portal workshop connection module GCM, 4. Dynamic suspension module PSM, 5. Non-dynamic suspension module NPSM, 6. Hinged structure, 7. locking mechanism.

Detailed ways

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present invention.

A portal virtual rail train, whose structure is shown in Figures 1 and 2, includes an end car body module ECM1, an intermediate car body module ICM2, a portal workshop connection module GCM3, a power suspension module PSM4, and a non-dynamic suspension module. Module NPSM5, hinge structure 6 and locking mechanism 7, the end body module ECM1 is connected to the intermediate body module ICM2 through the door body connection module GCM3, the end body module ECM1 is installed on the power suspension module PSM4, the door The type workshop connection module GCM3 is installed on the non-dynamic suspension module NPSM5, the portal type workshop connection module GCM3 is installed on the non-dynamic suspension module NPSM5 through the secondary suspension, and between the workshop connection module GCM3 and the end body module ECM1 and the workshop The connection module GCM3 and the intermediate vehicle body module ICM2 are connected by the hinge structure 6, and the locking mechanism 7 is used to constrain the freedom of movement between the workshop connection module GCM3 and the vehicle body module in front of the movement direction, and is respectively arranged between the workshop connection module GCM3 and the vehicle body module in front of the movement direction. Between the end body modules ECM1 and between the workshop connection module GCM3 and the intermediate body module ICM2.

Both the dynamic suspension module PSM4 and the non-dynamic suspension module NPSM5 are provided with wheel angle angle sensors and wheel speed sensors, the hinged structure 6 is provided with hinged angle sensors, and the portal virtual rail train is provided with a positioning module for vehicle positioning .

The present embodiment also relates to a steering tracking control method for the above-mentioned portal virtual rail train, including:

Step 1: Obtain the motion speed of each wheel of the virtual rail train, the wheel angle data of each suspension of the train, the data of each articulation angle, the data of the curve radius of the reference path, and the position of each suspension on the line;

The movement speed of each wheel is obtained by the wheel speed sensor installed at the wheel;

The wheel angle data of each suspension is obtained by measuring the angle sensor;

The data of each hinge angle is obtained by measuring the hinge angle sensor installed in the workshop;

The reference path curve radius data is obtained by detecting the head car sensor or using the transponder on the line;

The position of each suspension on the line is obtained through the vehicle positioning module;

Step 2: Number each suspension in sequence from the head of the train to the tail of the train;

Step 3: According to the data obtained in step 1, determine the running state of the current train head and body, including the head turning from a straight line, the head turning, the body turning from a straight line, the body turning, and the head turning Enter the straight state and the vehicle body enters the straight state by turning;

Step 4: Obtain the wheel angle of the corresponding suspension according to the train running state obtained in Step 3.

The following describes the calculation method of the corresponding suspension wheel angle under various driving conditions:

(1) As shown in FIG. 3 , when the head of the virtual rail train is in a state of turning from a straight line, that is, when the first suspension starts to drive from the straight section to the circular curve section and the second suspension is still in the straight section, The calculation method of the second suspension wheel angle δ ₂ is:

Among them, L is the train wheelbase of the virtual rail train; R ₁ and R ₂ are the instantaneous motion radii of the first suspension and the second suspension, respectively;

R ₁ and R ₂ satisfy the following relationship:

∠ABO=π-∠AOB-∠BAO

R1 and _R2 are calculated as _:

为第一悬架在圆曲线区段的运行时间；R为圆曲线半径；δ₁为第一悬架的车轮转角；v₁为第一悬架的运动速度。in,

is the running time of the first suspension in the circular curve section; R is the radius of the circular curve; δ ₁ is the wheel angle of the first suspension; v ₁ is the movement speed of the first suspension.

(2) As shown in Figure 4, the head of the virtual rail train is in a turning state, that is, when the first suspension and the second suspension are in the circular curve section at the same time; the calculation method of the wheel angle δ ₂ of the second suspension is:

δ ₂ =δ ₁

Wherein, δ ₁ is the wheel angle of the first suspension.

(3) As shown in Figure 5, the body of the virtual rail train enters the turning state from a straight line, that is, when the i-th suspension starts to drive from the straight-line section into the circular curve section and the i+1-th suspension is in a straight curve, where i≥2, the calculation method of the wheel angle δ _i+1 of the i+1th suspension is:

Among them, point A is the center point of the i-th suspension; point B is the center point of the i+1-th suspension; point C is the hinge point between the i-th suspension and the i+1-th suspension; point O is the adjacent two The instantaneous center of velocity of the motion of the center point of the suspension;

∠ABC satisfies the following relation:

∠ABC and ∠ABO are calculated as:

为第i悬架在圆曲线区段的运行时间；v_i为第i悬架的运动速度。Among them, L _s is the longitudinal installation distance of the hinge points at both ends of the workshop connection module GCM, and γ _i-1 is the hinge angle between two adjacent car bodies;

is the running time of the i-th suspension in the circular curve section; v _i is the movement speed of the i-th suspension.

(4) As shown in Figure 6, the body of the virtual rail train is in a turning state, that is, when the i-th suspension and the i+1-th suspension are in the circular curve section at the same time, where i≥2, the i+1-th suspension The calculation method of the wheel angle is:

Among them, point A is the center point of the i-th suspension; point B is the center point of the i+1-th suspension; point C is the hinge point between the i-th suspension and the i+1-th suspension; point O is the adjacent two The instantaneous center of velocity of the motion of the center point of the suspension.

(5) As shown in FIG. 7 , when the head of the virtual rail train is in a straight line state from turning, that is, when the first suspension enters the straight line section from the circular curve section and the second suspension is still in the circular curve section, The calculation method of the wheel angle δ ₂ of the second suspension is:

为第二悬架在圆曲线区段的运行时间。in,

is the running time of the second suspension in the circular curve section.

(6) As shown in Figure 8, the body of the virtual rail train is in a state of turning into a straight line, that is, the i-th suspension starts to drive from the circular curve section to the straight section, while the i+1-th suspension is still in the circular curve area. segment, where i≥2, the calculation method of the wheel angle δ _i+1 of the i+1th suspension is:

和

分别为第i悬架开始驶出圆曲线区段、驶入直线区段时第i+1悬架、第i悬架的车轮转角初始值和相邻车体铰接角的初始值，

第i+1悬架在圆曲线区段的运行时间，v_i+1为第i+1悬架运动速度。in,

and

are the initial value of the wheel angle of the i+1th suspension, the ith suspension and the initial value of the hinge angle of the adjacent car body when the ith suspension starts to drive out of the circular curve section and when it enters the straight section, respectively,

The running time of the i+1th suspension in the circular curve section, v _i+1 is the movement speed of the i+1th suspension.

The portal virtual rail train in this embodiment has an automatic driving mode and a manual driving mode. As shown in Figure 9, the line information and the attitude information of the ECM1 are automatically collected by the train, and the wheel angle is automatically calculated by the algorithm in the automatic driving mode. Then, the axles of each rear car are tracked in turn; in the manual driving mode, the wheel angle is manually input by the driver, and then the track control is performed on the axles of each rear car in turn.

The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited to this. Any person skilled in the art can easily think of various equivalents within the technical scope disclosed by the present invention. Modifications or substitutions should be included within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims (10)

1. A portal virtual rail train, characterized in that the portal virtual rail train comprises an end car body module ECM (1), an intermediate car body module ICM (2), a portal workshop connection module GCM (3) ), power suspension module PSM (4), non-power suspension module NPSM (5), hinge structure (6) and locking mechanism (7); The end vehicle body module ECM (1) is connected to the intermediate vehicle body module ICM (2) through the vehicle body connection module GCM (3); The end body module ECM (1) is installed on the power suspension module PSM (4); the workshop connection module GCM (3) is installed on the non-power suspension module NPSM (5); The portal workshop connection module GCM (3) is installed on the non-dynamic suspension module NPSM (5) through the secondary suspension; The said workshop connection module GCM (3) and the end vehicle body module ECM (1) and between the workshop connection module GCM (3) and the intermediate vehicle body module ICM (2) are connected by a hinge structure (6); The locking mechanism (7) is used to constrain the freedom of movement between the workshop connection module GCM (3) and the vehicle body module in front of the movement direction, and the locking structure (7) is respectively arranged on the workshop connection module GCM (3) and the end of the vehicle body module. between the external body module ECM (1) and between the workshop connection module GCM (3) and the intermediate body module ICM (2). 2. A portal virtual rail train according to claim 1, characterized in that, wheels of the end car body module ECM (1) and the intermediate car body module ICM (2) are provided with wheel speed a sensor; the power suspension module PSM (4) and the non-dynamic suspension module NPSM (5) are both provided with wheel angle angle sensors; the hinge structure (6) is provided with a hinge angle sensor; the The portal virtual rail train is provided with a positioning module for positioning the vehicle. 3. A steering tracking control method for the portal virtual rail train as claimed in claim 1, wherein the steering tracking control method comprises: Step 1: Obtain the motion speed of each wheel of the virtual rail train, the wheel angle data of each suspension of the train, the data of each articulation angle, the data of the curve radius of the reference path, and the position of each suspension on the line; Step 2: Number each suspension in sequence from the head of the train to the tail of the train; Step 3: According to the data obtained in step 1, determine the running state of the current train head and body, including the head turning from a straight line, the head turning, the body turning from a straight line, the body turning, and the head turning Enter the straight state and the vehicle body enters the straight state by turning; Step 4: Obtain the wheel angle of the corresponding suspension according to the train running state obtained in Step 3, and complete the steering control. 4. A steering tracking control method according to claim 3, wherein the motion speed of each wheel of the train is obtained by a wheel speed sensor installed at the wheel; The wheel angle data of each suspension of the train is obtained by measuring the angle sensor; The data of each hinge angle is obtained by measuring the hinge angle sensor installed in the workshop; The reference path curve radius data is obtained by detecting the head car sensor or using the transponder on the line; The position of each suspension on the line is obtained through the vehicle positioning module. 5 . A steering tracking control method according to claim 3 , wherein the head of the virtual rail train is in a state of turning from a straight line, that is, the first suspension starts to drive into a circular curve from a straight line section. 6 . When the second suspension is still in the straight section, the calculation method of the second suspension wheel angle δ ₂ is:

Among them, L is the wheelbase of the virtual rail train; R ₁ and R ₂ are the instantaneous motion radii of the first suspension and the second suspension, respectively, and the calculation methods of R ₁ and R ₂ are:

in,

is the running time of the first suspension in the circular curve section; R is the radius of the circular curve; δ ₁ is the wheel angle of the first suspension; v ₁ is the movement speed of the first suspension. 6 . The steering tracking control method according to claim 3 , wherein the head of the virtual rail train is in a turning state, that is, when the first suspension and the second suspension are in a circular curve section at the same time. 7 . ; The calculation method of the wheel angle δ ₂ of the second suspension is: δ ₂ =δ ₁ Wherein, δ ₁ is the wheel angle of the first suspension. 7 . The steering tracking control method according to claim 3 , wherein the body of the virtual rail train enters a turning state from a straight line, that is, the i-th suspension starts to drive into a circular curve from a straight line section. 8 . section and the i+1th suspension is on a straight curve, where i≥2, the calculation method of the wheel angle δ _i+1 of the i+1th suspension is:

Among them, point A is the center point of the i-th suspension; point B is the center point of the i+1-th suspension; point C is the hinge point between the i-th suspension and the i+1-th suspension; point O is the adjacent two The instantaneous center of velocity of the motion of the center point of the suspension; ∠ABC and ∠ABO are calculated as:

Among them, L _s is the longitudinal installation distance of the hinge points at both ends of the workshop connection module GCM, and γ _i-1 is the hinge angle between two adjacent car bodies;

is the running time of the i-th suspension in the circular curve section; v _i is the movement speed of the i-th suspension. 8 . A steering tracking control method according to claim 3 , wherein the body of the virtual rail train is in a turning state, that is, the i-th suspension and the i+1-th suspension are in a circular curve area at the same time. 9 . In the segment, where i≥2, the calculation method of the wheel angle of the i+1th suspension is:

Among them, point A is the center point of the i-th suspension; point B is the center point of the i+1-th suspension; point C is the hinge point between the i-th suspension and the i+1-th suspension; point O is the adjacent two The instantaneous center of velocity of the motion of the center point of the suspension. 9 . The steering tracking control method according to claim 3 , wherein the head of the virtual rail train is in a state of entering a straight line from a turn, that is, the first suspension enters a straight line area from a circular curve section. 10 . When the second suspension is still in the circular curve section, the calculation method of the wheel angle δ ₂ of the second suspension is:

in,

is the running time of the second suspension in the circular curve section. 10 . The steering tracking control method according to claim 3 , wherein the body of the virtual rail train is in a state of entering a straight line from a turn, that is, the i-th suspension starts to enter a straight line from a circular curve section. 11 . section, and when the i+1th suspension is still in the circular curve section, where i≥2, the calculation method of the wheel angle δ _i+1 of the i+1th suspension is:

in,

and

are the initial value of the wheel angle of the i+1th suspension, the ith suspension and the initial value of the hinge angle of the adjacent car body when the ith suspension starts to drive out of the circular curve section and when it enters the straight section, respectively,

The running time of the i+1th suspension in the circular curve section, v _i+1 is the movement speed of the i+1th suspension.

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