EFFICIENCY IMPROVEMENT METHOD FOR EXPLOITATION OF MACHINE-TRACTOR DIESEL UNIT WITH ELECTRONIC POSITIONAL REGULATION OF FUEL SUPPLY Текст научной статьи по специальности «Электротехника, электронная техника, информационные технологии»

TECHNICAL SCIENCES

EFFICIENCY IMPROVEMENT METHOD FOR EXPLOITATION OF MACHINE-TRACTOR DIESEL UNIT WITH ELECTRONIC POSITIONAL REGULATION OF FUEL SUPPLY

Gabdrafikov F.

Doktor of Engineering Sciences,Professor of the Department of Heat-Power Engineering and Physics,Fed-eral State Budgetary Educational Institution of Higher Education (Bashkir State Agrarian University),Ufa

Abstract

The relevance of this study is due to the low performance of diesel engines of machine-tractor units, with widespread separate type fuel injection systems, on partial and unsteady operating modes.

The purpose of this article is to develop methods and technological practices for increasing the efficiency of a diesel engine of a machine-tractor unit with a positional effect on the fuel supply control bodies. The leading method for investigating the problem is to evaluate the interaction process of the regulator-diesel engine system on partial and unsteady operating modes.

Results of the research: An information model for the functioning of a diesel engine of a tractor unit in dynamic modes has been developed. It is a combination of technological models and workflows of units, systems and mechanisms of a machine-tractor unit having cause-effect relationships.

A mathematical model has been developed for the operation of a machine-tractor unit engine, which makes it possible to determine the patterns of change in the speed limit depending on the disturbances in force: an increase in the cycle fuel supply and the degree of irregularity of the resistance moment.

There was established the need to increase the cycle fuel supply relative to the increase in the moment of resistance of a diesel machine-tractor unit on the basis of motor tests on partial and unsteady modes. With the values of the degree of non-uniformity of the moment of resistance 0.20-0.80, the positional electronic regulation will reduce the overspeed by 20 ... 70 min-1, and reduce the transition time by 0.2 ... 1.4 s in partial modes.

Reducing the overload of the crankshaft rotational speed and reducing the duration of the engine transitional process contributed to an increase in the efficiency of the diesel engine (the power increase was 13.5%, the effective specific fuel consumption decreased by 23.8%).

Keywords: diesel engine of a machine-tractor unit, mathematical model of a diesel engine, electronic regulator, fuel supply system.

INTRODUCTION.

Machine - tractor units are operated in wide ranges of speed and load modes of operation. In the general balance of working time, almost 50% is due to low-energy-intensive work and, as a result, a considerable part of the time the engines of machine-tractor units operate in partial load modes and low crankshaft rotational speeds, and 90% of time in unsteady load modes [13,14] .

Such operating conditions adversely affect the operation of the engine, cause a decrease in the efficiency of the diesel machine-tractor unit and an increase in fuel consumption due to deterioration in the quality of diesel fuel systems, primarily due to the inability of the mechanical regulator of the fuel pump to respond to changes in external conditions (they work well in conditions of nominal and steady state operation).

The methodology for improving the performance of diesel engines of machine-tractor units is to improve the fuel supply systems, taking into account the actual conditions of their work and operating conditions [2,13].

For diesel engines of machine-tractor units with a direct-feed fuel system, already well-developed constructively and reliably working in the agricultural conditions of any economic zone, there can be systems with electronic control of fuel feed for load and positional influence on the control body.

Modern microprocessor technologies in automatic control systems make it possible to fully implement the regulation of the fuel injection system and the engine, taking into account the load change as the main disturbing effect [1-7].

Directly operated fuel injection systems for electronic control are divided into systems with discrete and positional effects.

In systems with discrete exposure, the output pulse signal directly determines the starting and ending points of fuel injection. The R. Bosch electromagnetic actuator is used in in-line fuel pumps of the type MV and P. It is a precision linear electromagnet installed coaxially with the metering rail of the injection pump. The rail in the direction of reducing the fuel supply is moved by a return spring. The required characteristics of the cycle feed are formed in the electronic unit of the automatic control system based on signals from the crankshaft speed sensors, the position of the fuel pump rail and the control lever of the regulator [13].

A similar microprocessor control system for distribution injection pumps was developed by Lucas CAV and Central Scientific Research Institute of Fuel Systems (CSRIFS).

A number of companies have noted a significant simplification of the fuel pump when introducing an electronic injection control system; The Lucas CAV distribution pump (similar to the DSU pump) with elec-

tronically controlled fuel delivery and the injection advance angle has 100 parts instead of 220 for the DSU pump [16].

Further simplifying the design of the fuel pump and reducing its cost can be achieved by using the same solenoid valve to control both the filling of the above-plunger space and the feed rate of the plunger to the nozzle.

Ford Motor has used this control method in the SME-4 system of the PROCO four-cylinder diesel engine. The company notes that with this system, the exhaust emissions of the engine were the same as with a conventional system. The uneven supply of fuels has significantly decreased [14].

Systems for which electromagnetic actuators are located in the discharge line between the injection pump and the injector have become widely known. Such a device was used, for example, by the Japanese firm Nippo Denso [14].

Electronically controlled systems with a positional effect on the fuel supply controls (high pressure rail) are commonly known as systems with electronic speed controllers.

There are the speed regulators from "ADECO", "Robert Bosch GmbH", and others, where an electromagnetic actuator can move a pump rail by 12 mm in 10 ... 15 ms and return to its previous position in 100 ms [13].

In multi-plunger pumps, the principle of regulation using a cut-off clutch was applied by Caterpillar, Diesel Kiki, Bosch and others. It allowed not only to eliminate oblique edge cut-offs on the plunger, but also to significantly improve the accuracy of fuel metering by pump sections and improve the fuel injection process [13].

When regulating the fuel supply using an oblique cut-off edge and a rack and pinion mechanism, the cutoff sleeve can be used to influence the injection advance (using electronic control).

At the same time, the rigidity of the camshaft drive significantly increases (the flexible element is excluded - the advance sleeves) and a stable value of the advance angle with high accuracy and speed (more than 160 deg / s) is ensured.

A cut-off sleeve for controlling the advance angle is usually introduced in fuel pumps with a high level of injection energy. Its placement increases the height of the pump casing by 17 ... 24 mm [13].

Bosch used an electromagnetic mechanism to control the rail and the cut-off sleeve.

The actuators are controlled, as in the above cases, with the help of an electronic unit made on the basis of microprocessor technology (according to signals from a number of sensors).

Accumulator injection systems of the Common Rail type from Daimler Benz, Caterpillar, etc., meet the high requirements for diesel fuel injection systems in combination with electronic control of the injection process. But these systems are very expensive and are not always reliable in machine-tractor units in actual operation and sensitive to fuel quality and working conditions in agriculture.

The most difficult task, which has not received a technical solution brought to serial production so far, is to establish the relationship of the load applied to the engine with the amount fed to the combustion chamber due to the extremely complex nature of the load change, especially on diesel engines of tractor units.

In practice, this problem is solved by increasing the torque reserve by increasing the nominal frequency of the crankshaft rotation or reducing the traction resistance of the unit. All this contributes to an increase in fuel consumption, especially under partial load conditions of the engine.

The most effective way is to regulate the supply of fuel from the magnitude of the load or torque to the engine crankshaft. This method is better known as the H-regulator or regulator for disturbing effects. In modern technology, this method is not widely used, and it has not found application in the control systems of diesel engines.

Recently, leading engine manufacturers have begun to conduct research aimed at the implementation of this method. Experimental work is underway at General Motors research centers to fine-tune the "torque flex-plate" system and create a torque control system on engines with automatic transmissions. They used Transense / HoneyWell SAW sensors to measure the flywheel load. A distinctive feature of sensors of this type is the possibility of contactless measurement and signal transmission [10,11].

At the same time, it should be noted that the possibilities of adapting the currently used direct-action systems that are very reliable in operation to efficient operation in partial and unsteady loads by electronic regulation are far from being realized.

Based on numerous studies of unsteady modes, we developed a dynamic model of the transition process of diesel engines of a machine-tractor unit, which allowed to identify the relationship between the design and operational parameters of the diesel-regulator system, as well as to determine the factors whose influence can lead to an increase in the efficiency of fuel injection systems and diesel engines functioning [10,11,12,14].

The purpose and objective of the study is to increase the efficiency of the diesel engine and tractor unit functioning by controlling the fuel supply parameters by means of positional electronic control of increased accuracy. The main task is the methodology of improving fuel supply control systems in partial and unsteady modes, which allow automatic movement of the fuel supply control body with precise positioning depending on the crankshaft speed and load size.

MA TERIALS AND METHODS.

The study was performed in accordance with the research and development program of the Bashkir State Agrarian University for 2010-2015 and for 2016-2021 "Development of a system and technology for control of diesel power plants".

Numerous studies have shown that the quality of work performed, when performing agricultural operations with a machine-tractor unit, is greatly influenced by abrupt load spikes, which contribute to the transition

of the engine operating mode to the correcting branch of the regulatory characteristics [11,12].

The functioning of a diesel engine-tractor unit on unsteady and partial modes is considered as an element of a complex dynamic system in which the dynamic characteristics of engine operating processes must be matched with the nature of the load and can be represented as corresponding models built on the principle of "input-output" (Figure 1). The functioning of the unit is its response to input actions, which are given by the multidimensional vector X(t)={xi(t); x2(t); ...; \,(t):

...xn(t)}. The result of his work is the output vector -the function Y(t)={y:(t); y2(t); ...; y,(t); ...; ym(t)}, which characterizes the state of the machine-tractor unit and its technological process with control U(t)={u:(t); u2(t); ui(t);.uk(t)} and fixed values of the design parameters K={k:; k2; ...; k;...kj}. The functioning model is a dynamic system consisting of a set of models of technological and working processes of nodes, systems and mechanisms of a machine, united by causal relationships [14].

K

kt

k

Xlt!

xjt)

xjt)

xjt)

k

pjt)

fit pit!

PJtJ GB/fJ

Machine-tractor unit

hjt) YnJti

gjt)

Fuel equipment

Pjt)

SJtJ

eft)

nit/

Air supply system

GJt)

N

■I §

n

Of

L

Jilt)

Y,(tl

yjt)

u,m uftj u>m

J

um

Figure 1 Information model of the functioning of the fuel supply system of a diesel machine-tractor unit

The subsystem in the machine-tractor unit diesel engine is the fuel equipment (FE), the input link (coordinate) of which will be the position of the fuel pump rail hr(t), and the output coordinate is the cycle fuel supply gc, also depending on the engine crankshaft rotation frequency (n) and, therefore, from the input coordinate np(t) - the frequency of rotation of the camshaft of the pump.

The transient process of a diesel engine in unsteady modes, when considering small deviations of parameters, can be modeled by four main impacts (Figure 2, Table 1).

If a transient occurs in connection with a decrease in the moment of resistance (Mr) to a value at point 3

(Figure 2a), a sharp increase in rotational speed (n) occurs, while an excess of torque (Me) is spent on increasing the energy of the inertial mass (Em) of an engine, by increasing its n (in the case of a machine unit, it is also necessary to take into account the inertial mass of the transmission and the inertia of the machine unit as a whole). Torque Me is reduced to point 4 due to a decrease in fuel supply due to the regulator's response to an increase in n. When aligning the values of Me and Mr, a further increase in the angular velocity (m#) is prevented. The engine workflow is shifted to point B. In the considered transition process, the moment affecting the change in mis Me, which increases the energy supply in the inertial mass of the engine, by increasing or moving the rail (hr).

Figure 2 Graphic display of a dynamic model of transient processes of a diesel engine.

Table 1

Transients of a diesel engine.

Name Mr Me Em point

Increase of Mr Í Í 4 Em is spent on Mr B

Decrease of Mr 4 4 Í Me reloads Em C

Increase of Me Í Í Í Me reloads Em B

Decrease of Me 4 4 4 Em is spent on Mr C

In the case of increase in Mr to the value at point 2, the inertial mass storage of the engine will be absorbed by the load and decrease in mn of rotation. In this case, Me due to a decrease in m^ rises to point 1. The equilibrium state is established at point B. The affecting moment in this case is Me, which compensates for the lack of moment of resistance Mr.

The areas of the corresponding triangles (Figure 2), for example, A-1-B and A-2-B are always equal and correspond to the work of the acting forces when they change from one equilibrium state to another. As a result of the transition process, these works are subtracted, since the forces are directed opposite to each other. Oscillations m^ occur in the form of a non-equilibrium change of the acting moments in time under the conditions of unsteady diesel engine operating conditions.

The main determining parameters of a dynamic system that affect the transition time are the energy of inertial mass and the rate of its consumption or replenishment. Achieving an increase in the dynamic properties of the system is only presented in cases when the

energy of the inertial mass is not used (minimally used) or the rate of its replenishment and consumption is very high.

It is possible to achieve the minimum use of energy Em by using the system of automatic regulation and control with an additional effect on the moment of resistance.

To eliminate the harmful effects of high-frequency oscillations, it is necessary to specify the degree of in-sensitivity of the regulator to the applied moments 5 (Figure 2b).

When the moments go beyond the limits of the in-sensitivity of the regulator (Figure 2b), by increasing the fuel supply, the engine is able to compensate for the change in load. Regulation occurs through the use of engine power, changing the torque as opposed to the moment of resistance or vice versa.

The object for regulation is the diesel machine-tractor unit whose input parameter will be the cycle feed gc, and the output - the angular speed of the crankshaft and the torque Me (Figure 3).

Figure 3 The scheme offunctioning of the fuel supply system of the direct action of a diesel machine-tractor unit

The controller regulates the engine through the input parameter and the relative change in torque AM. The position of the fuel pump rail hr is the output parameter of the regulator. In accordance with a given hr and mv mn (angular velocity of the pump camshaft), the pump provides a cycle feed gc.

The workflow of a diesel engine of a machine-tractor unit under actual operating conditions can be described by an equation for transient modes and has the following form [8, 9]:

dAœn

J „—= AM -AM,,

n

dt

(1)

where J

dAœ

n

n

dt

is the change of the moment of inertia of the moving parts; AMe - torque change; AMr -

change in moment of resistance.

Expanding AMe and AM we write:

r dAœa ôMe A dMe A ôM . J.—— = Aœ +-1 Agr - —Aœ

ôM

ôœÂ "n ôN

AN.

(2)

n dt ôœÂ n ôgc

where Am% is the change in angular velocity; Agc - change in the cyclic fuel supply; The change in Agc can be expressed in terms of AN taking into account the regulation of the diesel engine according to the load, on the machine-tractor unit:

ÔM . ôMe ôgc AM

-Agc "AN (3)

Ôgc

ôgc ôN

Then after the transformations we get:

We denote:

J

dAœ

n

n

dt

+

ôM ôM„

ôœM ôœM

■Aœff =

ôMe ôgc ôMr

ôgc ôN ôN

■AN.

„ ôMr ôMe

F = —------ sustainability factor;

g ôœ^ ôœa

K

ôM ôgv

M e gcN

ôgy ôN ôMr ôN

KMrN =

■ coefficient of influence Me ^ge^N;

coefficient of influence Mr ^N;

(4)

(5)

(6)

(7)

Then:

dAœn Jn-n + F "Aœ

n dt We introduce the notation:

Aœ AN Ç =-; a =t— ; J

n

K - K

KMegcN KMrN

■AN.

dAœM œ0_ dç

œ

g

N

n

dt œn

--= J n — œ

n

dt

(9)

(8)

(10) (11)

After substitution and transformations we get:

dç dt

T • = + Ki-ç = ai.

J „ ■ œn

where T =-n-0-

g (KMegcN + KMrN ) " N0

"Dynamic engine time on load ";

(12) (13)

K

Fg ■œ-

(KMe gcN + KMrN ) " N0

- "Dynamic coefficient self-leveling load" (14)

The solution to this equation is:

P =

K

' JKaL > 1 - e Tg

(15)

6 V y

The violation of the equilibrium state can occur as a result of processes not related to the fuel injection system, therefore, equation (12) will be considered together with the classical mathematical model of a diesel engine [8,9]. which is regulated by the angular velocity:

g ' ~dt

' J a -a0 where T =---

Tg ■ — + Kg -P = tg-ag 0g

K

M e gc

' Sc0

K =■

Fg

K

dynamic engine time; ■ - dynamic self-leveling coefficient;

(19)

(20)

©„ =

M e gc ' gc0

_ KMrN • No - load gain coefficient;

KMrgc ' gc0

A = *

dp

gc0 relative shift position change dp

dt

After transformations, the equation takes the form:

„ dp

Tg ~ + Kg P = is -(Tg -Z + Kg p)-0

dt

T. + Kg "P = ig

dt

(

where Tg " = J^ -0O'

1 + -

K

( KMe gcN + KMrN )

dynamic engine time;

(21) (22)

(23) We get:

(24)

(25)

(26)

Kg" = Fg "®o

1 --

K

(KMe gcN + KMrN ) J

self leveling factor of the engine (27)

The solution to this equation is:

P =

Kg "

1 - e Tg "

(28)

V y

Dependence (28) represents the change in the angular velocity of the crankshaft of the engine from the relative change in the position of the fuel supply control body of the fuel pump, taking into account the load on the machine-tractor unit.

In accordance with the objectives of the study, an electronic speed regulator for the crankshaft of a diesel engine of the original design was developed. The functional diagram of the electronic controller is shown in Figure 4.

Figure 4 Functional diagram of the electronic controller 1 - high pressure fuel pump (high pressure pump); 2- fuel pump rail; 3 controller; 4,5,6 and 7 - rotational speed sensors, load sensor, position of the control lever and the rail; 8 and 9 electromagnets; 10 switch; 11-matching device; 12 processor; 13- pulse generator; 14- permanent storage device; 15-operational storage device; 16- non-volatile memory; 17-analog-to-digital converter; 18- tire.

The speed control of the crankshaft of a diesel engine works as follows.

The required position of the rail 1 of the pump 2 is determined by the controller 3 by the signals of the sensors 4.5 and 6, and the actual - by the sensor 7. If these positions do not match, then electromagnets 8 and 9, the armature of which are rigidly connected to each other and to the rail of the fuel pump, voltage U1 and U2 are consistently supplied. In this case, under the action of the arising magnetic field, the armature and the rail of the fuel pump move in one direction or another. The magnitude and nature of the changes in U1 and U2 depend on the required displacement and the adopted law of motion.

The equation of movement of the fuel pump rail:

A

N

d\ dt2

■ + v

N

dhL dt

■ AT

(29)

where ¡¡n is the mass of electromagnet cores; h - movement of the fuel pump rail;

^N - braking factor of the electromagnet;

AT = T

3M\

T

3M2

The force of the electromagnets can be found by the formula:

U2 U2 T = k ■T = k ■ -2-

3M1 M1 ^ 3M2 M2 q

3M 3M

(30)

where U1, U2- voltage applied to the coil of electromagnets; R3M - coil winding resistance;

Since m, Rm and Sm depend only on the design of electromagnets, for the chosen electromagnet -(0,4W)2

kM,1,2 =~-^^ = const

8x ■ R s„

MM

The appearance of the high-pressure fuel pump with a developed electronic regulator and its control unit is shown in Figure 5.

a) b)

Figure 5 The appearance of the high-pressure fuel pump with the developed electronic regulator (a) and the

electronic control unit (b).

1 - fuel pump; 2 - rotational speed sensor; 3 - control lever position sensor; 4 - electronic control unit; 5 - electronic speed control; 6 - power button; 7 - connector for connecting the sensor for the position of the pump rail; 8 - connector for connecting to electromagnets; 9 - connector for connecting the engine speed sensor; 10 - connector for connecting the programmer.

RESULTS.

The results of experimental studies and their analysis revealed a decrease in cross-sectional irregularity of fuel supply (8) of the high-pressure fuel pump when working with an electronic regulator by 2-7%. The main reason for the reduction of non-uniformity was a decrease in the amplitude of oscillations of the metering rod of the fuel pump when working with an electronic regulator. The oscillation amplitude of the metering rod when working with a mechanical regulator reached A = 0.52 mm, while using an electronic regulator, the maximum amplitude of oscillations of the rail was only A= 0.12 mm, which is 44% less.

iOO 500 600 700 800 900 1000 1100 n.minute'

Figure 6. Regulatory characteristics of the fuel pump and uneven fuel delivery with a mechanical (dashed line)

and electronic controller (full line)

Comparative engine tests of the diesel engine with various control methods were carried out. The results of the study in the mode n=1200min-1 u Mkp=100Hm (with a load increase 8=0.8) are presented in Figures 8-9.

Comparative analysis of the performance of the engine during the transition process was found to improve the operation of the engine when using an electronic controller with variable speed and load control. This is evidenced by almost all indicators of engine performance. Thus, the casting of the rotational speed decreased by 70 min--1, the duration of the transient process decreased by 1.4 s, the power increase was 13.5%, the effective specific fuel consumption decreased by 23.8%. It should also be noted that when working with a mechanical regulator, the engine enters a new steady mode with a rotational speed of n = 1,110min-1, which ultimately affects the speed of movement of the machine-tractor unit.

1A 1,8 2,2 2,6 3,0 3A 3,8 t, s

b)

Figure 7 Variation of the moment of resistance and torque (a) and the frequency of rotation of the engine crankshaft (b).

Ne,

kW 35

A

electronic

30

25

20

15

10

5 0

----Mechanical

/ / / 1 \ \ • y \ V / N \

1/ \J \ \ \ \ ( y / / / / \ /

\ / / / \ 1 I \ \ / \ / / •v. """ — — S

\ / / /

\ \ \ / / / (

& fa

g/kWh 1100

900

700

500

300

100

0 0,2 0,6 1,0 U 1,8 2,2 2,6 3,0 3A 3,8 t, s

a)

electronic

----Mechanical

1 1 \ 1

1 1 1 1

1 1 1 I I

1 1 1 I I

1 1 \ 1

1 1 \ \ \

/ / \ \ \

/ -^ —

s / sr"* ** i—- —a

0 0,2 0,6 10 U 1,8 2,2 2,6 3,0 3A 3,8 t, s

b)

Figure 8 The change in the effective engine power (a) and the change in the specific effective fuel consumption

(b).

The results of studies of the transient diesel engine of a machine-tractor aggregate with smaller values of load increase (S = 0.2; S = 0.4; S = 0.6) are presented in Figures 9, 10.

M, HM

b)

Figure 9 The change in torque over time with different methods of regulation: a - standard; b - experimental

(electronic).

b)

Figure 10 Variation of the crankshaft rotational speed in time with various methods of regulation: a - standard;

b - experimental (electronic).

DISCUSSION.

The decrease in the efficiency of the diesel machine-tractor unit during the transition to partial and unsteady modes is explained by the peculiarities of the direct feeding system - with increasing load irregularity, the quality of the fuel supply process deteriorates (the fuel supply irregularity increases, the pressure and injection rate decrease, which leads to destabilization of the crankshaft speed.

The proposed methodology for improving the efficiency of diesel engine operation is based on the use of electronic positional control of fuel injection and applies only to direct fuel injection systems.

The developed design of the electronic controller allows to obtain a new technical effect - reducing the response time of the controller, improving the tracking accuracy and improving the operational reliability and,

compared with the results of research by other authors [8, 9], reduces the transition time in partial modes by 0.2 ... 1.4 s.

The above methodology for improving the performance of a diesel engine with electronic positional control of fuel supply with a mathematical description of its operation, complements the theory of automatic control of diesel engines.

The developed mathematical model of the functioning of a diesel fuel injection system with an electronic positional effect on load controls is consistent with the classical mathematical model of a diesel engine, which is controlled by angular velocity.

The resulting new mathematical description is a model of diesel engine operation and expresses the change in crankshaft angular speed from the relative

change in the fuel pump control body, taking into account the load on the machine-tractor unit.

CONCLUSION.

The developed mathematical model of a diesel engine of a machine-tractor unit with an electronic regulator of positional impact allows to take into account the unevenness of the crankshaft torque and the une-venness of the torque of the machine-tractor unit.

A method has been developed for regulating the diesel engine speed control with an additional load effect (the technical novelty is confirmed by patents).

Comparative tests have shown the advantages of the developed electronic regulator of positional effects for reducing the inertia of regulation and uneven fuel supply.

The need to increase the cycle fuel supply relative to the increase in the moment of resistance of a diesel engine-tractor unit was established on the basis of motor tests on partial and unsteady modes. Electronic regulation will reduce the overspeed by 20 ... 70 min-1, reduce the transition time by 0.2 ... 1.4 s in partial modes (n = 1200 min-1, Mkp = 100Hm) with the values of the degree of non-uniformity of the moment of resistance 0.20-0.80.

It has been established that the use of an electronic fuel supply regulator in terms of rotational speed and load when performing agricultural work with a machine-tractor unit will improve the efficiency of the machine-tractor unit by improving performance by increasing the effective power by 1.6 - 5.5% and saving diesel fuel.

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