CN115076318A - Pure electric double-motor double-gearbox unpowered interrupt driving system and control method - Google Patents

Abstract

The invention discloses a double-motor double-gearbox unpowered interrupt drive system and a control method, belonging to the technical field of pure electric commercial vehicle power systems, and comprising a first motor, a second motor, a first gearbox and a second gearbox; the first motor is connected with the first gearbox, the second motor is connected with the second gearbox, at least one gearbox is in a gear state in the gear shifting process, and the motor connected with the gearbox normally outputs driving torque; the first gearbox and the second gearbox both adopt a three-intermediate-shaft structure, and three intermediate shafts of the first gearbox are respectively sleeved on three intermediate shafts of the second gearbox; with solving current AMT driving system of a motor as the power supply, can bring power interruption when switching the gear, shift and experience the technical problem that feels poor.

Description

Pure electric double-motor double-gearbox unpowered interrupt driving system and control method

Technical Field

The invention belongs to the technical field of power systems of pure electric commercial vehicles, and particularly relates to a pure electric double-motor double-gearbox unpowered interrupt driving system and a control method.

Background

At present, most of the central integrated power system structures of pure electric commercial vehicles are high-power motors, integrate a multi-gear AMT gearbox, and are similar to the single power source structure and control of the engine of the traditional fuel vehicle. However, in an AMT power system in which one motor is used as a power source, power interruption may be caused when gears are switched. For the operation scene that the slope is greater than 10% and the road conditions are relatively poor, to the operation scene that AMT gearbox reliability and travelling comfort required ratio are higher, traditional single power source transmission system structure is shifted that customer experience is relatively poor or take place to shift failure probability great. In the pure electric commercial vehicle market, more and more customers require no power interruption for shifting gears on a slope.

Disclosure of Invention

In order to overcome the defects of the prior art, the invention aims to provide an unpowered interruption driving system of a pure electric double-motor double-gearbox and a control method thereof, so as to solve the technical problems that an AMT power system using one motor as a power source can bring power interruption when gears are switched, and the gear shifting experience is poor.

In order to achieve the purpose, the invention adopts the following technical scheme to realize the purpose:

the invention discloses a double-motor double-gearbox unpowered interrupt drive system, which comprises a first motor, a second motor, a first gearbox and a second gearbox, wherein the first motor is connected with the first motor through a first transmission shaft; the first motor is connected with the first gearbox, the second motor is connected with the second gearbox, at least one gearbox is in a gear state in the gear shifting process, and the motor connected with the gearbox normally outputs driving torque; the first gearbox and the second gearbox both adopt three intermediate shaft structures, and three intermediate shafts of the first gearbox are respectively sleeved on three intermediate shafts of the second gearbox.

Preferably, the rear end of the second gearbox is connected with a speed reducer, the speed reducer is a single-stage speed reducer, and the fixed speed ratio range is 1.5-2.5.

Preferably, the rear end of the speed reducer is connected with a retarder.

Preferably, the second gearbox is connected to the power take-off via a gear on its intermediate shaft.

Preferably, the first gearbox and the second gearbox are both two-speed gearboxes, having two speed ratios.

Preferably, the first gearbox and the second gearbox are shifted by adopting a sliding sleeve structure.

Preferably, the sliding sleeve is connected with the gearbox gear through a spline.

Preferably, the rated power ranges of the first motor and the second motor are both 200-300 kW, and the peak power ranges are both 360-450 kW.

The invention discloses a control method of a double-motor double-gearbox unpowered interrupt drive system, which comprises the following steps:

starting gear: the neutral gear is engaged, the mode 0 is switched into the mode 1, and the driving system is in the gear state;

upshifting during driving: mode 1 is switched to mode 2; mode 2 is switched to mode 3; upshifting the driving system;

downshift during driving: mode 3 switches to mode 4; mode 4 is switched to mode 5; mode 5 switches to mode 6; mode 6 switches to mode 7; according to the current mode, executing the switching before the mode;

neutral gear picking: switching to a mode 0 according to the current mode;

braking by a motor brake or a motor brake combined retarder during running: mode 1 switches to mode 8.

The invention discloses an automobile with a double-motor double-gearbox unpowered interrupt driving system.

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

the invention discloses a double-motor double-gearbox unpowered interruption driving system, which adopts a double-motor double-gearbox, has two power sources, can meet the requirement of unpowered interruption in a gear shifting process, also has the advantage of power distribution, can flexibly distribute two motors to participate in driving under an idle load working condition, enables the motors to always run in a most efficient area, reduces the electric energy consumption, fully recovers energy by utilizing the advantage that the double motors can respectively recover the energy singly or together when the energy is fed back to the working condition, and can obviously improve the comfort and the controllability of a whole vehicle.

Furthermore, the rear end of the speed reducer is connected with a speed reducer, so that the motor power generation braking and the speed reducer braking work simultaneously when the speed reducer is fully loaded down a steep slope, the braking force is increased, meanwhile, when the whole vehicle on the steep slope has a high voltage under a serious fault, and the motor brakes and brakes normally, the probability of vehicle out of control is reduced, and the safety of the whole vehicle is improved.

A control method of a double-motor double-gearbox unpowered interrupt drive system can ensure that the drive power of a whole vehicle is not interrupted in the gear shifting process, the requirement of gear shifting on a slope is met, the risk of AMT gear shifting failure in the case of a large slope is avoided, after gear shifting of a gearbox is completed, the torque proportion of two motors can be adjusted according to the current whole vehicle torque requirement, the working point of the motors is further optimized, the double-motor drive system can optimize the optimal working power of the motors, and the energy consumption of a power system is optimized.

Drawings

FIG. 1 is a schematic view of the drive system of the present invention;

FIG. 2 is a distribution diagram of dual transmission countershaft distribution;

FIG. 3 is an intermediate shaft not shown in FIG. 1;

FIG. 4 is a diagrammatic view of the first transmission of the present invention (mode 0/7) in a neutral position and the second transmission in a neutral position;

FIG. 5 is a schematic representation of the first transmission in a first gear position and the second transmission in a first gear position in accordance with the present invention (mode 1/5);

FIG. 6 is a schematic representation of the first transmission in a second gear position and the second transmission in a first gear position in accordance with the present invention (mode 2);

FIG. 7 is a simplified structural diagram of the first transmission in the second gear position and the second transmission in the second gear position in accordance with the present invention (mode 3);

FIG. 8 is a schematic representation of the first transmission of the present invention (mode 4) in a neutral position and the second transmission in a neutral position;

FIG. 9 is a schematic representation of the first transmission of the present invention (mode 6) in a neutral position and the second transmission in a first gear position;

FIG. 10 is a simplified schematic diagram of the present invention (mode 8) with the first transmission engaged in the first gear position, the second transmission engaged in the first gear position, the first electric machine and the second electric machine idling or generating braking, and both electric machine braking and retarder braking operating simultaneously.

Wherein: 10-a first electric machine; 20-a first motor output shaft; 30-a second motor; 40-a second gearbox input shaft; 50-the second gearbox input shaft constantly engages the input gear; 60-a first gearbox input shaft; 70-a first intermediate shaft of the second gearbox is constantly meshed with the input gear; 260 — second gearbox second countershaft constant mesh input gear; 480-a third intermediate shaft of the second gearbox is constantly meshed with an input gear; 80-a second transmission first countershaft; 275-second gearbox second countershaft; 470-second gearbox third countershaft; 90-first gearbox first countershaft constant mesh gear; 270-first gearbox second countershaft constant mesh gear; 490-first gearbox third countershaft, constantly meshing gears; 100-a first gearbox input shaft constantly engages an input gear; 105-a first gearbox first countershaft; 315 — first gearbox second countershaft; 460-first gearbox third countershaft; 110-first gearbox first countershaft first gear; 320-first gearbox second intermediate shaft first gear; 500-first gearbox third countershaft first gear; 120-first gearbox first gear on second shaft; 130-gearbox two-shaft; 140-second gearbox first countershaft second gear; 330-second countershaft second gear of second gearbox; 510-second gearbox third countershaft second gear; 150-second gearbox second gear on second shaft; 160-first countershaft first gear of second transmission; 370-second gearbox second countershaft first gear; 520-first countershaft gear of third intermediate shaft of second gearbox; 170-two-shaft second gearbox first gear; 180-reducer first intermediate shaft input gear; 420-reducer second countershaft input gear; 190/430-reducer countershaft; 190-a first intermediate shaft of the reducer; 430-reducer second countershaft; 200-reducer input gear; 210-reducer first countershaft output gear; 440-reducer second countershaft output gear; 220-reducer output shaft gear; 230-reducer output shaft; 240-the retarder constantly engages the output gear; 250-a reducer output flange; 280-first gearbox second gear combination gear; 290-first gearbox spline gear on two shafts; 300-a first gearbox first and second gear sliding sleeve; 310-first gearbox first gear combination gear on two shafts; 340-power take-off shaft input gear; 350-power takeoff shaft; 360-power takeoff flange; 380-second gearbox second gear combination gear on the second shaft; 390-a second gearbox first and second gear sliding sleeve; 400-second gearbox spline gear on secondary shaft; 410-a second gearbox first gear combination gear on the second shaft; 450-a retarder normally meshing input gear; 455-retarder shaft.

Detailed Description

In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

The invention is described in further detail below with reference to the accompanying drawings:

referring to fig. 1 to 3, the invention discloses a dual-motor dual-gearbox unpowered interrupt drive system, which is suitable for 90T to 150T pure electric mining vehicles, and comprises a first motor 10, a second motor 30, a first gearbox and a second gearbox, wherein the first gearbox and the second gearbox are both two-gear gearboxes, and can respectively realize the switching of two gears and a neutral gear; the two gearboxes have two speed ratios, adopt three intermediate shaft structures and adopt sliding sleeve structures for gear shifting; the rated power ranges of the first motor 10 and the second motor 30 are both 200-300 kW, and the peak power ranges are both 360-450 kW.

Specifically, the first motor 10 is connected to the first transmission input shaft 60 through the first motor output shaft 20, the first transmission input shaft 60 is fixedly assembled with a first transmission input shaft constant mesh input gear 100, and the first transmission input shaft constant mesh input gear 100 is meshed with a first transmission first intermediate shaft constant mesh gear 90, a first transmission second intermediate shaft constant mesh gear 270 and a first transmission third intermediate shaft constant mesh gear 490.

The first gearbox first intermediate shaft normally meshed gear 90 is fixedly connected with a first gearbox first intermediate shaft first gear 110 through a first gearbox first intermediate shaft 105, the first gearbox first intermediate shaft normally meshed gear 90 and the first gearbox first intermediate shaft first gear 110 are sleeved on the first gearbox first intermediate shaft 105 in a floating mode, and the first gearbox first intermediate shaft first gear 110 is normally meshed with a first gearbox first gear 120 on a second shaft;

the first gearbox second intermediate shaft constant mesh gear 270 is fixedly connected with the first gearbox second intermediate shaft first gear 320 through a first gearbox second intermediate shaft 315, the first gearbox second intermediate shaft constant mesh gear 270 and the first gearbox second intermediate shaft first gear 320 are sleeved on the first gearbox second intermediate shaft 315 in a floating mode, and the first gearbox second intermediate shaft first gear 320 is constantly meshed with the first gearbox first gear 120 on the second shaft;

the first gearbox third intermediate shaft constant mesh gear 490 is fixedly connected with the first gearbox third intermediate shaft first gear 500 through the first gearbox third intermediate shaft 460, the first gearbox third intermediate shaft constant mesh gear 490 is sleeved on the first gearbox third intermediate shaft 460 with the first gearbox third intermediate shaft first gear 500 in a floating manner, and the first gearbox third intermediate shaft first gear 500 is constantly meshed with the second gearbox first gear 120.

The first gearbox first gear 120 on the second shaft is fixedly connected with the first gearbox first gear combination gear 310 on the second shaft, and the first gearbox first gear 120 on the second shaft and the first gearbox first gear combination gear 310 on the second shaft are sleeved on the second gearbox shaft 130 in a floating mode; the first transmission second gear combination gear 280 is fixedly connected with the first transmission input shaft 60; the first gearbox spline gear 290 on the secondary shaft is fixedly connected with the second gearbox shaft 130; the first gearbox first and second gear sliding sleeve 300 is mounted on the first gearbox spline gear 290 on the second shaft through a spline, the first gearbox first and second gear sliding sleeve 300 can be combined with the first gearbox second gear combining gear 280 forwards, and the first gearbox first and second gear sliding sleeve 300 can be combined with the first gearbox first gear combining gear 310 on the second shaft backwards.

The second motor 30 is connected to the second transmission input shaft 40, the second transmission input shaft 40 is fixedly provided with a second transmission input shaft normally meshed input gear 50, and the second transmission input shaft normally meshed input gear 50 is meshed with a second transmission first intermediate shaft normally meshed input gear 70, a second transmission second intermediate shaft normally meshed input gear 260 and a second transmission third intermediate shaft normally meshed input gear 480.

The second gearbox first intermediate shaft constant mesh input gear 70, the second gearbox first intermediate shaft second gear 140 and the second gearbox first intermediate shaft first gear 160 are all fixedly sleeved on the second gearbox first intermediate shaft 80; second gearbox first countershaft second gear 140 is in constant mesh with second gearbox second gear 150 on the second shaft, second gearbox first countershaft first gear 160 is in constant mesh with second gearbox first gear 170;

the second gearbox second intermediate shaft constant mesh input gear 260, the second gearbox second intermediate shaft second gear 330 and the second gearbox second intermediate shaft first gear 370 are all fixedly sleeved on the second gearbox second intermediate shaft 275; second gearbox second countershaft second gear 330 is in constant mesh with second gearbox second gear 150 on the second shaft, and second gearbox second countershaft first gear 370 is in constant mesh with second gearbox first gear 170;

the second gearbox third intermediate shaft constant mesh input gear 480, the second gearbox third intermediate shaft second gear 510 and the second gearbox third intermediate shaft first gear 520 are all fixedly sleeved on the second gearbox third intermediate shaft 470; second gearbox third countershaft second gear 510 is in constant mesh with second gearbox second gear 150 on the second shaft and second gearbox third countershaft first gear 520 is in constant mesh with second gearbox first gear 170 on the second shaft. A second gearbox second-gear 150 on the second shaft and a second gearbox first-gear 170 on the second shaft are sleeved on the gearbox second shaft 130 in a floating mode; a second gearbox second gear combination gear 380 on the second shaft is fixedly connected with the second gearbox second gear 150 on the second shaft and is sleeved on the second gearbox shaft 130 in a floating manner, and a second gearbox first gear combination gear 410 on the second shaft is fixedly connected with the second gearbox first gear 170 on the second shaft and is sleeved on the second gearbox shaft 130 in a floating manner; the second gearbox spline gear 400 on the second shaft is fixedly connected with the gearbox second shaft 130, the second gearbox first and second shift sliding sleeve 390 is connected with the second gearbox spline gear 400 on the second shaft through a spline, the second gearbox first and second shift sliding sleeve 390 can slide forwards and be combined with the second gearbox second shift combined gear 380 on the second shaft, and the second gearbox first and second shift sliding sleeve 390 can slide backwards and be combined with the second gearbox first shift combined gear 410 on the second shaft.

The torque and the rotation speed of the first motor 10 and the second motor 30 are coupled on a gearbox secondary shaft 130, the gearbox secondary shaft 130 is fixedly connected with a reducer input gear 200, and the reducer input gear 200 is engaged with a reducer first intermediate shaft input gear 180 and a reducer second intermediate shaft input gear 420.

The reducer first intermediate shaft input gear 180 and the reducer first intermediate shaft output gear 210 are fixedly assembled on the reducer first intermediate shaft 190, and the reducer first intermediate shaft output gear 210 is in constant mesh with the reducer output shaft gear 220; the reducer second countershaft input gear 420 and the reducer second countershaft output gear 440 are fixedly assembled on the reducer second countershaft 430, and the reducer second countershaft output gear 440 is in constant mesh with the reducer output shaft gear 220.

The reducer output shaft gear 220, the retarder constant mesh output gear 240 and the reducer output flange 250 are all fixedly connected with the reducer output shaft 230; the retarder normally meshed output gear 240 is normally meshed with the retarder normally meshed input gear 450, and the retarder shaft 460 is fixedly connected with the retarder normally meshed input gear 450.

The speed reducer is a speed reducer with a fixed speed ratio, the range of the fixed speed ratio is 1.5-2.5, and an output shaft of the speed reducer is the total output of the whole power system; an output shaft of the speed reducer passes through a fixed speed ratio gear, a retarder interface is reserved, and a retarder can be optionally installed.

When the power takeoff is combined, the power takeoff shaft input gear 340 is only in constant meshing with the second gear 330 of the second gearbox intermediate shaft, and the power takeoff shaft 350 is respectively and fixedly connected with the power takeoff shaft input gear 340 and the power takeoff flange 360.

Referring to fig. 4-10, a control method of a dual-motor dual-gearbox unpowered interrupt drive system includes the following steps:

mode 0:

the first gearbox is in neutral position and the second gearbox is in neutral. 300-the first gearbox first and second gear sliding sleeves are in the middle position, 390-the second gearbox first and second gear sliding sleeves are in the middle position.

Mode 1:

the first gearbox is engaged in first gear, and the second gearbox is engaged in first gear. When the first motor 10 is in zero torque, a 300-first gearbox two-gear sliding sleeve is meshed with a 310-first gearbox first-gear combined gear on a second shaft; when the second motor 30 is in zero torque, a 390-second gearbox first gear sliding sleeve is meshed with a 410-second shaft second gearbox first gear combined gear;

mode 2:

the first gearbox is engaged in second gear, and the second gearbox maintains first gear. The first motor 10 reduces the torque, the second motor 30 increases the torque, and when the first motor 10 is in zero torque, the 300-first gearbox two-gear sliding sleeve is meshed with the 280-first gearbox two-gear combined gear; after the gear shifting is finished, the first motor 10 recovers the torque, and the second motor 30 reduces the torque;

mode 3:

the first gearbox keeps the second gear, and the second gearbox is shifted into the second gear; the torque of the second motor 30 is reduced, the torque of the first motor 10 is increased, and when the torque of the second motor 30 is zero, a 390-second gearbox first gear sliding sleeve is meshed with a 380-second shaft second gearbox second gear combined gear; after the gear shifting is finished, the second motor 30 recovers the torque, and the first motor 10 reduces the torque;

mode 4:

the first gearbox is engaged into a first gear, and the second gearbox keeps a second gear; the first motor 10 reduces the torque, the second motor 30 increases the torque, and when the first motor 10 is in zero torque, the 300-first gearbox two-gear sliding sleeve is meshed with the 280-first gearbox two-gear combined gear; after the gear shifting is finished, the first motor 10 recovers the torque, and the second motor 30 reduces the torque;

mode 5:

the first gearbox keeps the first gear, and the second gearbox is engaged into the first gear; the torque of the second motor 30 is reduced, the torque of the first motor 10 is increased, and when the second motor 30 is in zero torque, a 390-second gearbox first gear sliding sleeve is meshed with a 410-second shaft second gearbox first gear combined gear; after the gear shifting is finished, the second motor 30 recovers the torque, and the first motor 10 reduces the torque;

mode 6:

the first gearbox is shifted into a neutral gear, and the second gearbox keeps a first gear; the first motor 10 reduces the torque, the second motor 30 increases the torque, and the 300-first gearbox two-gear sliding sleeve is in the middle position, namely the neutral position, when the first motor 10 is at zero torque. The first motor 10 maintains zero torque and the second motor 30 reduces torque;

mode 7:

the first gearbox is kept in a neutral gear, and the second gearbox is put into the neutral gear; the second motor 30 reduces the torque, and when the second motor 30 is at zero torque, 390-the first gear sliding sleeve and the second gear sliding sleeve of the second gearbox are in the middle position, namely the neutral position; the second electric machine 30 maintains zero torque;

mode 8:

the first gearbox is engaged into a first gear, and the second gearbox is engaged into a first gear; the first electric machine 10 and the second electric machine 30 operate in idle or generative braking; if the retarder is matched, the retarder can independently brake without depending on a high-voltage system of the whole vehicle, and at the moment, if the motor generates electricity to brake, the motor brake and the retarder brake work simultaneously.

According to the running and gear requirements of the vehicle: the method can be divided into a starting gear, an upshift in driving, a downshift in driving, a neutral gear and a motor brake in driving or a motor brake combined retarder brake.

Starting gear: the neutral gear is engaged, the mode 0 is switched to the mode 1, and the driving system is in a gear state and can be driven.

Upshifting during driving: mode 1 is switched to mode 2; mode 2 is switched to mode 3; the drive system may be upshifted.

Downshift during driving: mode 3 switches to mode 4; mode 4 switches to mode 5; mode 5 switches to mode 6; mode 6 is switched to mode 7; and executing the switching before the mode according to the current mode.

Neutral gear picking: mode 1 is switched to mode 0; mode 2 is switched to mode 0; mode 3 is switched to mode 0; mode 4 switches to mode 0; mode 5 switches to mode 0; mode 6 switches to mode 0; and switching the mode 0 according to the current mode.

Braking by a motor brake or a motor brake combined retarder during running: mode 1 switches to mode 8.

The above-mentioned contents are only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited thereby, and any modification made on the basis of the technical idea of the present invention falls within the protection scope of the claims of the present invention.

Claims (10)

1. The double-motor double-gearbox unpowered interrupt drive system is characterized by comprising a first motor (10), a second motor (30), a first gearbox and a second gearbox; the first motor (10) is connected with the first gearbox, the second motor (30) is connected with the second gearbox, at least one gearbox is in a gear state in the gear shifting process, and the motor connected with the gearbox normally outputs driving torque;

the first gearbox and the second gearbox both adopt three intermediate shaft structures, and three intermediate shafts of the first gearbox are respectively sleeved on three intermediate shafts of the second gearbox.

2. The unpowered interrupt drive system of claim 1, wherein a speed reducer is connected to a rear end of the second gearbox, the speed reducer is a single-stage speed reducer, and the fixed speed ratio range is 1.5-2.5.

3. The dual-motor dual-gearbox unpowered interruption drive system as recited in claim 2, wherein a retarder is connected to a rear end of the speed reducer.

4. The dual motor dual gearbox unpowered interrupt drive system of claim 1 wherein the second gearbox is connected to the power take off via a gear on its countershaft.

5. The dual-motor dual-gearbox unpowered interrupt drive system of claim 1, wherein the first gearbox and the second gearbox are both two-speed gearboxes having two speed ratios.

6. The system as claimed in claim 1, wherein the first gearbox and the second gearbox are shifted by sliding sleeve structure.

7. The dual-motor dual-gearbox unpowered-interrupt drive system as recited in claim 6, wherein the sliding sleeve is connected with the gearbox gear by a spline.

8. The double-motor double-gearbox unpowered-interrupt driving system as recited in claim 1, wherein rated power ranges of the first motor (10) and the second motor (30) are both 200-300 kW, and peak power ranges are both 360-450 kW.

9. The control method of the double-motor double-gearbox unpowered interrupt drive system based on any one of claims 1-8 is characterized by comprising the following steps:

starting gear: the neutral gear is engaged, the mode 0 is switched into the mode 1, and the driving system is in the gear state;

upshifting during driving: mode 1 is switched to mode 2; mode 2 is switched to mode 3; upshifting the driving system;

downshift during driving: mode 3 switches to mode 4; mode 4 switches to mode 5; mode 5 switches to mode 6; mode 6 is switched to mode 7; according to the current mode, executing the switching before the mode;

neutral gear picking: switching to a mode 0 according to the current mode;

braking by a motor brake or a motor brake combined retarder during running: mode 1 switches to mode 8.

10. An automobile having a dual motor dual gearbox unpowered interrupt drive system as claimed in any one of claims 1 to 8.

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