JP2006298080A - Hybrid driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device capable of extending the degree of freedom of traveling mode selection, thereby realizing a high driving power in a back-up mode. <P>SOLUTION: This hybrid driving device is configured by connecting an engine E and a second motor generator MG2, and arranging a Ravigneaux type planetary gear train PGR having a second link gear R2, a common carrier PC, a low brake LB and a second sun gear S2 in this order from one side on a collinear figure, and connecting an output gear OG to a common carrier PC, and connecting the second motor generator MG 2 to the second sun gear S2. A first engine clutch EC1 is interposed between the ring gear R2 and the engine E, and a second engine clutch EC2 is interposed between the second sun gear R2 and the engine E, and a low brake LB is interposed between the low brake LB and a transmission case. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention belongs to the technical field of a hybrid drive device in which an engine and a motor are connected by a differential device.

In a conventional hybrid drive device, when the required drive amount is large, an engine clutch interposed between the engine and the differential device is fastened and the engine and the motor are driven by the driving force. Furthermore, as a reaction force receiver when driving force is generated, a higher driving force is realized by fastening a brake of the differential (see, for example, Patent Document 1).
JP 2004-183801 A

  However, in the above prior art, because the engine output is always input to the differential device in a fixed direction, the brake of the differential device can be engaged with the engine clutch engaged when the vehicle is moving backward. Therefore, there was a problem that a high driving force could not be obtained.

  The present invention has been made paying attention to the above-mentioned problems, and an object of the present invention is to provide a hybrid drive device that can increase the degree of freedom in selecting a travel mode and achieve a high driving force when reversing. There is to do.

In order to achieve the above object, according to the present invention, an engine and a motor are connected, and a differential having a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in order from one side of the nomograph. A hybrid drive device comprising: a device, an output member coupled to the second rotating element, and a motor coupled to the fourth rotating element;
A first engine clutch is interposed between the first rotating element and the engine;
A second engine clutch is interposed between the fourth rotating element and the engine;
A brake is interposed between the third rotating element and the transmission case.

  In the hybrid drive device of the present invention, the engine is used when the first engine clutch and the brake are engaged and the second engine clutch is released, and when the second engine clutch and the brake are engaged and the first engine clutch is released. The rotation direction of the output member with respect to the rotation can be reversed. That is, since the engine input shaft to the actuator can be switched, the degree of freedom in selecting the travel mode can be increased as compared with the prior art.

  For example, the first engine clutch and brake are engaged to release the second engine clutch at the time of forward movement, and the second engine clutch and brake are engaged to release the first engine clutch at the time of reverse movement. In both cases, it is possible to realize a traveling mode in which a high driving force can be obtained by using the brake as a reaction force receiver.

  Hereinafter, the best mode for carrying out the hybrid drive device of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
[Drive system configuration of hybrid vehicle]
FIG. 1 is an overall system diagram showing a drive system of a hybrid vehicle to which the hybrid drive apparatus of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first motor generator MG1 (second motor), a second motor generator MG2 (motor), and an output gear OG (output). Member) and the driving force synthesis transmission TM.

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a target engine torque command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. This synchronous motor generator includes a first motor generator MG1 composed of an outer rotor OR and a stator S in a multi-layer motor CM in which an inner rotor IR, a stator S, and an outer rotor OR are overlapped in the radial direction. The OR and stator S constitute a second motor generator MG2. The inner rotor IR and the outer rotor OR are independently controlled by applying a three-phase alternating current generated by the inverter 3 to the stator S based on a control command from a motor controller 2 described later.

  The driving force synthesis transmission TM includes a Ravigneaux type planetary gear train (differential device) PGR and a low brake (third rotating element) LB. The Ravigneaux planetary gear train PGR includes a first sun gear (first gear). 5 rotation elements) S1, first pinion P1, first ring gear R1, second sun gear (fourth rotation element) S2, second pinion P2, second ring gear (first rotation element) R2, and A common carrier (second rotating element) PC that supports the first pinion P1 and the second pinion P2 that mesh with each other. That is, the Ravigneaux type planetary gear PGR has five rotating elements: the first sun gear S1, the first ring gear R1, the second sun gear S2, the second ring gear R2, and the common carrier PC. The connection relationship of the input / output members with respect to these five rotating elements will be described.

  A first motor generator MG1 is connected to the first sun gear S1. The first ring gear R1 is provided so as to be fixed to the transmission case via a low brake LB. A second motor generator MG2 is connected to the second sun gear S2, and an engine E is connected via a second engine clutch EC2. An engine E is connected to the second ring gear R2 via a first engine clutch EC1. An output gear OG is directly connected to the common carrier PC. Note that the drive force is transmitted from the output gear OG to the left and right drive wheels via a differential gear and a drive shaft (not shown).

  Due to the above connection relationship, the first motor generator MG1 (first sun gear S1), the engine E (second ring gear R2), the output gear OG (common carrier PC), and the low brake LB from the left in the collinear diagram shown in FIG. It is possible to introduce a rigid lever model that is arranged in the order of (first ring gear R1) and second motor generator MG2 (second sun gear S2) and can simply express the dynamic operation of the Ravigneaux planetary gear train PGR.

  Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear, The rotation number (rotation speed) of the rotation element is taken, each rotation element is taken on the horizontal axis, and the interval between each rotation element is arranged so as to be a collinear lever ratio based on the gear ratio of the sun gear and the ring gear. .

  The first engine clutch EC1, the second engine clutch EC2, and the low brake LB are a multi-plate friction clutch and a multi-plate friction brake that are fastened by hydraulic pressure from a hydraulic control device 5 to be described later. 2, the engine E is disposed at a position that coincides with the rotational speed axis of the second ring gear R2 together with the engine E, and the second engine clutch EC2 is arranged together with the engine E on the second sun gear S2 on the nomograph of FIG. The low brake LB is arranged at a position coincident with the rotational speed axis of the first ring gear R1 (the rotational speed axis of the output gear OG and the rotational speed of the second sun gear S2) on the alignment chart of FIG. (Position between the shaft).

[Hybrid vehicle control system configuration]
As shown in FIG. 1, the hybrid vehicle control system in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, an integrated controller 6, and an accelerator opening. A sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, a second motor generator speed sensor 11, and a second ring gear speed sensor 12 are configured. Has been.

  The engine controller 1 responds to a target engine torque command from the integrated controller 6 that inputs the accelerator opening AP from the accelerator opening sensor 7 and the engine speed Ne from the engine speed sensor 9, in accordance with the engine operating point (Ne, A command for controlling Te) is output to, for example, a throttle valve actuator (not shown).

  The motor controller 2 operates the motor of the first motor generator MG1 in response to a target motor generator torque command from the integrated controller 6 that inputs motor generator rotation speeds N1 and N2 from both motor generator rotation speed sensors 10 and 11 by a resolver. A command (device control signal) for independently controlling the point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the battery 4 to the integrated controller 6.

  The inverter 3 is connected to the respective stator coils of the first motor generator MG1 and the second motor generator MG2, and generates an independent three-phase alternating current according to a command from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 receives a hydraulic command from the integrated controller 6 and performs engagement hydraulic pressure control and release hydraulic pressure control for the first engine clutch EC1, the second engine clutch EC2, and the low brake LB. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on the slip engagement control and the slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. Information such as the first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, the engine input rotational speed ωi from the second ring gear rotational speed sensor 12, and the like. Predetermined arithmetic processing is performed. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1 and the integrated controller 6 and the motor controller 2 are connected by bidirectional communication lines 14 and 15 for information exchange, respectively.

[Driving mode of hybrid vehicle]
The travel modes in the hybrid vehicle of the first embodiment include an electric vehicle continuously variable transmission mode (EV mode), an electric vehicle fixed transmission mode (EV-LB mode), a hybrid vehicle fixed transmission mode (LB mode), and a hybrid vehicle. It has a continuously variable transmission mode (E-iVT mode), a reverse mode (Rev mode), a hill hold mode (HH mode), and a hybrid vehicle gear ratio 1 mode (H-GR1).

  As shown in the collinear diagram of FIG. 2 (a), the EV mode is a continuously variable transmission mode that travels with only two motor generators MG1 and MG2, and the engine E is driven (minimum speed control). The first engine clutch EC1, the second engine clutch EC2, and the low brake LB are released.

  The EV-LB mode is a fixed speed change mode in which only two motor generators MG1 and MG2 run as shown in the collinear diagram of FIG. 2 (b), and the engine E is driven (minimum speed control). The low brake is engaged, and the first engine clutch EC1 and the second engine clutch EC2 are released. Since the reduction ratio from the first motor generator MG1 to the output Output and the reduction ratio from the second motor generator MG2 to the output Output are large, this is a mode in which a large driving force is generated.

  As shown in the collinear diagram of FIG. 2 (c), the LB mode is a fixed speed change mode in which the engine E and the motor generators MG1 and MG2 run. The engine E is in operation and the first engine clutch EC1 and the low brake LB Is engaged and the second engine clutch EC2 is released. This is a mode in which the driving force is large because the reduction ratio from the engine E and the motor generators MG1, MG2 to the output Output is large.

  The E-iVT mode is a continuously variable transmission mode that runs on the engine E and the motor generators MG1 and MG2, as shown in the collinear diagram of FIG. 2 (d). The engine E is in operation and the first engine clutch EC1 is The engagement, the second engine clutch EC2 and the low brake LB are released.

  The Rev mode is a fixed speed change mode at the time of reverse traveling by the engine E and the motor generators MG1 and MG2. As shown in the collinear diagram of FIG. 3 (e), the engine E is in operation and the second engine clutch EC2 is operated. The low brake LB is engaged and the first engine clutch EC1 is released. This is a mode in which the driving force is large because the reduction ratio from the engine E and the motor generators MG1, MG2 to the output Output is large.

  The HH mode is a hill hold mode used when the engine E and the motor generators MG1 and MG2 are stopped. As shown in the nomograph of FIG. 3 (f), the first engine clutch EC1 and the second engine are used. Clutch EC2 and low brake LB are engaged.

The H-GR1 mode is a travel mode in which only the two motor generators MG1 and MG2 travel or the engine E travels and the motor generators MG1 and MG2 are regeneratively operated. As shown, the first engine clutch EC1 and the second engine clutch EC2 are engaged, and the low brake LB is released.
FIG. 4 shows an engagement logic table in each travel mode of the first embodiment.

  The integrated controller 6 performs the mode transition control of the seven travel modes described above. When the vehicle advances, the integrated controller 6 has four driving modes (EV, EV) as shown in FIG. 5 in a three-dimensional space by the required driving force Fdrv (determined by the accelerator opening AP), the vehicle speed VSP, and the battery SOC. -LB, LB, E-iVT) is allocated to the vehicle operating point and battery charge determined by the required driving force Fdrv and the vehicle speed VSP based on the detected values of the required driving force Fdrv, the vehicle speed VSP, and the battery SOC. Select the optimal driving mode according to the amount. FIG. 5 is an example of a travel mode map represented by a two-dimensional representation of the required driving force Fdrv and the vehicle speed VSP by cutting out the three-dimensional travel mode map at a value with a sufficient capacity range of the battery S.O.C.

  The integrated controller 6 selects the HH mode during the so-called idle stop when the engine is not operating (driving) when the range position is the travel range and the vehicle is stopped. Further, when the range position is the reverse range and the engine E is operating, or when an engine start request is made, the Rev mode is selected.

  Furthermore, the integrated controller 6 selects the H-GR1 mode when traveling at a constant speed on an expressway or the like. In the H-GR1 mode, when the battery SOC has a sufficient capacity range, the engine E is stopped, and only the two motor generators MG1 and MG2 are driven. When the battery capacity is low, only the engine E is used. Drive and regenerate motor generators MG1 and MG2.

Next, the operation will be described.
[Mode transition control processing when the vehicle is stopped]
FIG. 6 is a flowchart showing the flow of mode transition control processing when the vehicle is stopped executed by the integrated controller 6, and each step will be described below.

  In step S1, the range signal of the inhibitor switch is read and it is detected whether or not it is the reverse range. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S4.

  In step S2, it is determined whether or not the engine is operating (operating). If YES, the process proceeds to step S3. If NO, the process proceeds to step S8.

  In step S3, the travel mode is set to the Rev mode, and the process proceeds to return.

  In step S4, the range signal of the inhibitor switch is read and it is determined whether or not it is the drive range. If YES, the process proceeds to step S5. If NO, the process proceeds to return.

  In step S5, it is determined whether or not the engine is operating. If YES, the process proceeds to step S6, and if NO, the process proceeds to step S7.

  In step S6, with reference to the travel mode map shown in FIG. 5, the travel mode is set to the LB mode or E-iVT mode according to the required driving force Fdrv, the vehicle speed VSP, and the battery S.O.C, and the process proceeds to return.

  In step S7, the travel mode is set to the HH mode, and the process proceeds to return.

  In step S8, it is determined whether an engine start request has been made. If YES, the process proceeds to step S9. If NO, the process proceeds to step S10.

  In step S9, vehicle stop engine start control for stopping the vehicle and starting the engine is performed, and the process proceeds to step S3. The vehicle stop engine start control will be described later.

  In step S10, the travel mode is set to the HH mode, and the process proceeds to return.

[Mode transition control when the vehicle is stopped]
When the vehicle is stopped, if the range position is the reverse range and the engine E is operating, the process proceeds from step S1 to step S2 to step S3 in the flowchart of FIG. 6, and the Rev mode is selected. That is, by engaging the second engine clutch EC2 and the low brake LB and releasing the first engine clutch EC1, the reduction ratio from the engine E and the motor generators MG1, MG2 to the output Output can be increased. High driving force using power can be realized.

  When the range position is the drive range and the engine E is stopped, the process proceeds from step S1 to step S4 to step S7, and the HH mode is selected. That is, by engaging the first engine clutch EC1, the second engine clutch EC2, and the low brake LB, the common carrier PC connected to the output gear OG can be made non-rotatable in the Ravigneaux planetary gear PGR. Is possible.

  When the range position is the reverse range and the engine E is stopped, the process proceeds from step S1 to step S2 to step S8. When the engine start request is not issued at step S8, the process proceeds to step S10 and the HH mode is set. Selected. On the other hand, when the engine start request is made in step S8, the process proceeds from step S9 to step S3, and after the vehicle stop engine start control is executed, the Rev mode is selected.

[Vehicle stop engine start control process at reverse start]
FIG. 7 is a flowchart showing the flow of the vehicle stop engine start control process at the time of reverse start executed in step 9 of FIG. 6, and each step will be described below.

  In step S91, the second engine clutch EC2 is engaged, and the process proceeds to step S92.

  In step S92, the rotational speed of second motor generator MG2 is increased to a predetermined rotational speed at which the engine can be started, and the routine proceeds to step S93.

  In step S93, it is determined whether or not the engine has been started. If yes, then continue with step S94, otherwise repeat step S93.

  In step S94, the second engine clutch EC2 is released, and the process proceeds to step S95. Here, the hydraulic pressure command of the second engine clutch EC2 is coordinated with the target torque command of the second motor generator MG2 so that the output torque of the output gear OG is kept constant (corresponding to the creep force control means).

  In step S95, the rotational speed of the second motor generator MG2 is set to zero, and the process proceeds to return.

[Vehicle stop engine start action at reverse start]
FIG. 8 is a time chart showing the vehicle stop engine start action at the time of reverse start. It is assumed that the reverse position is selected as the range position and the brake is stepped on by the driver.

  At time t1, the second engine clutch EC2 is engaged in response to the engine start request. At this time, the first engine clutch EC1 and the low brake LB are released. At time t2, the rotation speed of the second motor generator MG2 is increased, and the engine rotation speed is increased to the rotation speed of the second motor generator MG2 (FIG. 9). At this time, since the rotation of the output gear OG is fixed by the driver's braking operation, the engine speed can be increased to a speed at which the engine can be started with the output kept at zero.

  At time t3, since engine start has been confirmed, the second engine clutch EC2 is released. At this time, the target torque command of the second motor generator MG2 and the hydraulic pressure command of the second engine clutch are cooperatively controlled, and the output torque of the output gear OG is kept constant, so that a creep force without a sense of incongruity can be generated. . At time t4, the second motor generator MG2 is stopped, and at time t5, the driver removes his / her foot from the brake pedal, so that the vehicle starts by the self-rotation of the engine E.

  That is, the Rev mode start from the state where the engine E is stopped can be realized by engaging the second engine clutch EC2 and increasing the rotational speed of the second motor generator. In addition, when the engine is started, the output gear OG connected to the drive wheels is fixed by the brake operation of the driver, so that it is possible to avoid the vehicle from moving due to the start shock of the engine E.

  As described above, in the hybrid drive device of the first embodiment, one of the first engine clutch EC1 and the second engine clutch EC2 is engaged and the other is released, so that the engine input on the nomograph is the low brake LB. Since the input can be switched to both sides, the Rev mode using the engine power can be realized even when reversing. In addition, by engaging and releasing the first engine clutch EC1, the second engine clutch EC2 and the low brake LB, the Rev mode, the HH mode, and the four conventional driving modes (EV, EV-LB, LB, E-iVT) A travel mode with the addition of the H-GR1 mode can be realized, and the freedom of the travel mode can be expanded.

Next, the effect will be described.
In the hybrid drive device according to the first embodiment, the effects listed below can be obtained.

  (1) The engine E and the second motor generator MG2 are connected, and a Ravigneaux planetary gear train PGR having a second ring gear R2, a common carrier PC, a low brake LB, and a second sun gear S2 in order from one side of the nomograph In the hybrid drive system in which the output gear OG is connected to the common carrier PC and the second motor generator MG2 is connected to the second sun gear S2, the first engine clutch EC1 is interposed between the second ring gear R2 and the engine E. The second engine clutch EC2 is interposed between the second sun gear S2 and the engine E, and the low brake LB is interposed between the low brake LB and the transmission case. Therefore, since the engine input shaft to the Ravigneaux planetary gear train PGR can be switched, the degree of freedom in selecting the travel mode can be increased as compared with the prior art.

  (2) Since the first engine clutch EC1 is released and the second engine clutch EC2 and the low brake LB are engaged to obtain the Rev mode, the engine E and the motor generators MG1, MG2 decelerate to the output Output even during reverse. The ratio is large and a driving mode in which the engine E and the motor generators MG1 and MG2 can run is obtained, and a high driving force can be realized.

  (3) When an engine start request is made during idle stop, the engine E is started by increasing the rotation speed of the second motor generator MG2, and the torque of the second motor generator MG2 and the engagement capacity of the second engine clutch EC2 are set. Creep force control means (step S94) is provided that performs cooperative control and keeps the output torque of the output gear OG constant. Therefore, it is possible to generate a creep force that does not give a sense of incongruity.

  (4) Since the HH mode is obtained by engaging the first engine clutch EC1, the second engine clutch EC2, and the low brake LB, hill hold during idling stop can be realized.

  (5) Engage the first engine clutch EC1 and the second engine clutch EC2 to release the low brake LB to obtain the H-GR1 mode. If there is, the engine E stops and runs only with the motor generators MG1 and MG2. If the battery capacity is low, the engine E runs only with the engine E and regenerates the motor generators MG1 and MG2. It is possible to realize a traveling mode that enables efficient collection of the vehicle.

  (6) Since the first sun gear S1 is provided on the outer side of the second ring gear R2 on the nomograph, and the first motor generator MG1 is connected to the first sun gear S1, the rotational speed of the output gear OG and the degree of freedom in controlling the torque are increased. Can be increased.

(Other examples)
As described above, the hybrid drive device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the gist of the invention according to each claim of the claims is described. Unless it deviates, design changes and additions are allowed.

  For example, in the first embodiment, the Ravigneaux type planetary gear train is shown as an example of a differential device. However, at least on the collinear diagram representing the rotational relationship of each rotational element of the differential device, the first rotational element in order from one side, A hybrid drive apparatus having a second rotating element, a third rotating element, and a fourth rotating element, connecting an output member to the second rotating element, and connecting a motor to the fourth rotating element will be described in the first embodiment. It can be applied to other hybrid drive devices.

1 is an overall system diagram showing a drive system of a hybrid vehicle to which a hybrid drive device of Embodiment 1 is applied. FIG. 3 is a collinear diagram showing each traveling mode by the Ravigneaux planetary gear train of the hybrid drive device of the first embodiment. FIG. 3 is a collinear diagram showing each traveling mode by the Ravigneaux planetary gear train of the hybrid drive device of the first embodiment. It is a figure which shows the logic conclusion table | surface of each driving mode of Example 1. FIG. 3 is an engagement logic table in each travel mode according to the first embodiment. 5 is a flowchart showing a flow of mode transition control processing performed when the vehicle is stopped, executed by an integrated controller 6; 6 is a flowchart illustrating a flow of a vehicle stop engine start control process at the time of reverse start, which is executed by the integrated controller 6 according to the first embodiment. It is a time chart which shows the vehicle stop engine starting effect | action at the time of reverse start. It is an alignment chart which shows the vehicle stop engine start effect | action at the time of reverse start.

Explanation of symbols

E engine
MG1 First motor generator (second motor)
MG2 Second motor generator (motor)
OG output gear (output member)
TM Driving force transmission
PGR Ravigneaux type planetary gear train (differential device)
EC1 first engine clutch
EC2 2nd engine clutch
LB Low brake

Claims (6)

An engine and a motor are connected, and a differential device having a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in order from one side on the collinear diagram is provided and output to the second rotating element In a hybrid drive device in which members are connected and a motor is connected to the fourth rotating element,
A first engine clutch is interposed between the first rotating element and the engine;
A second engine clutch is interposed between the fourth rotating element and the engine;
A hybrid drive device, wherein a brake is interposed between the third rotating element and the transmission case. The hybrid drive device according to claim 1,
A hybrid drive device characterized in that the first engine clutch is released and the second engine clutch and the brake are engaged to obtain a reverse mode. The hybrid drive device according to claim 2, wherein
When an engine start request is made during idle stop, the engine is started by increasing the number of revolutions of the second motor generator, and the torque of the second motor generator and the engagement capacity of the second engine clutch are cooperatively controlled, A hybrid drive apparatus comprising a creep force control means for keeping the output torque of the output member constant. In the hybrid drive device according to any one of claims 1 to 3,
A hybrid drive system characterized in that the first engine clutch, the second engine clutch, and the brake are engaged to obtain a hill hold mode when the engine is stopped. In the hybrid drive device according to any one of claims 1 to 4,
A hybrid drive system characterized in that the first engine clutch and the second engine clutch are engaged and the brake is released to obtain a hybrid vehicle speed ratio 1 mode. The hybrid drive device according to any one of claims 1 to 5,
A fifth rotating element outside the first rotating element on the collinear diagram;
A hybrid drive device comprising a second motor coupled to the fifth rotating element.

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