FLEXI-FUEL CONTROL UNIT FOR OPERATING INTERNAL COMBUSTION ENGINE OF VEHICLE AND METHOD OF OPERATION THEREOF

FIELD OF THE INVENTION

[001] The present invention relates to a system and a method for operating an Internal Combustion (IC) engine. More particularly, relates to system and method for operating the IC engine employing a flexi-fuel. BACKGROUND OF THE INVENTION

[002] Typically, vehicles are provided with Internal Combustion (IC) engines which are calibrated for operation utilizing gasoline fuel. As such, gasoline fuel is required for optimum operation of the IC engines. The IC engines are also provided with an Electronic Control Unit (ECU). The ECU is designed with fuel maps and/or combustion maps suitable for the gasoline fuel for ensuring optimal combustion and performance of the IC engine. Fuel maps dictate control over engine components such as air-fuel ratio, volume of fuel to be added into the IC engine and the like, based on engine operating conditions. However, use of gasoline fuel in the IC engines results in emission of harmful gases into the atmosphere, which is undesirable. [003] In order to curb harmful emissions into the atmosphere, many alternative solutions have been put forth in recent past. One such solution that is gaining prominence is use of a flexi-fuel in the IC engine. Flexi-fuel is a fuel resulting from addition of an alternative fuel such as ethanol, bio-fuel and the like, in the gasoline fuel at a suitable proportion. The proportion may vary from 1% to 99% based on combustion characteristics requirement of the flexi-fuel. The use of flexi-fuel reduces the amount of gasoline burnt per unit volume of the flexi-fuel, consequently reducing the emissions resulting due to combustion of the gasoline.

[004] However, the conventional IC engines being calibrated to utilize the gasoline, is incapable of optimally utilizing the flexi-fuel. Such a scenario is majorly due to the ECU which is provided with fuel maps and other combustion maps that are suitable for only one type of fuel. As such, utilizing flexi-fuel along with the fuel map for gasoline fuel would result in sub- optimal combustion characteristics or may cause damage to the IC engine, which is undesirable.

[005] In order to overcome the aforementioned problem, new vehicles with an updated ECU capable of utilizing the flexi-fuel are introduced. However, purchase of a new vehicle for utilizing the flexi-fuel becomes a costly affair, which is undesirable. Alternatively, the updated ECU may be replaced with the ECU in the conventional IC engines for utilizing the flexi-fuel. However, replacement of the ECU requires, recording of existing ECU, etc. which is cumbersome.

[006] In view of the above, there is a need for a flexi-fuel control unit and a method of operating an internal combustion engine by the flexi-fuel control unit, which addresses one or more limitations stated above.

SUMMARY OF THE INVENTION

[007] In one aspect, a flexi-fuel control unit for operating an internal combustion engine of a vehicle utilizing a flexi-fuel is disclosed. The flexi-fuel control unit is in communication with one or more sensors of the vehicle and is configured to receive one or more input signals from the one or more sensors, the one or more input signals being indicative of a riding condition of the vehicle. A fuel blending ratio (R) of the flexi-fuel is then determined, based on the one or more input signals. A modified fuel map from one or more modified fuel maps is then selected corresponding to the determined fuel blending ratio (R), when the fuel blending ratio (R) is greater than a threshold value. A fuel supply device provided in the internal combustion engine is then operated, corresponding to a fuel pulse width determined based on the modified fuel map and a spark plug provided in the internal combustion engine corresponding to a spark advance angle determined based on the modified fuel map is operated for operating the internal combustion engine.

[008] In an embodiment, the flexi-fuel control unit is capable of being communicably coupled to at least one vehicle control unit. The vehicle control unit is communicably coupled to the one or more sensors and is configured to operate the internal combustion engine through a base fuel map when the fuel blending ratio (R) is less than the threshold value.

[009] In an embodiment, the flexi-fuel control unit is configured to generate a fuel pulse width signal based on the determined fuel pulse width. The control unit is configured to transmit the fuel pulse width signal to the fuel supply device for supplying metered quantity of the flexi-fuel to the internal combustion engine.

[010] In an embodiment, the flexi-fuel control unit is configured to compute the fuel blending ratio (R) through machine learning models. The machine learning models is adapted to receive inputs from each of the one or more sensors for computing the fuel blending ratio (R).

[011] In another aspect, a system for operating the internal combustion engine of the vehicle utilizing the flexi-fuel is disclosed. The system comprises at least one vehicle control unit and the flexi-fuel control unit in communication with the at least one vehicle control unit and with one or more sensors. The flexi-fuel control unit is configured to receive input signals from the one or more sensors, the one or more input signals being indicative of riding condition of the vehicle. The fuel blending ratio (R) of the flexi-fuel is then determined, based on the one or more input signals. The modified fuel map from the one or more modified fuel maps is then selected corresponding to the determined fuel blending ratio (R), when the fuel blending ratio (R) is greater than the threshold value. The fuel supply device provided in the internal combustion engine is then operated, corresponding to the fuel pulse width determined based on the modified fuel map and the spark plug provided in the internal combustion engine corresponding to the spark advance angle determined based on the modified fuel map is operated for operating the internal combustion engine.

[012] In an embodiment, the at least one vehicle control unit is communicably coupled to the one or more sensors and is configured to operate the internal combustion engine through a base fuel map when the fuel blending ratio (R) is less than the threshold value.

[013] In an embodiment, the one or more sensors comprises a lambda sensor, a temperature manifold absolute pressure (TMAP) sensor and a throttle position sensor. The lambda sensor is configured to monitor an air fuel ratio in the internal combustion engine and adapted to provide an air fuel ratio signal to the control unit. The TMAP sensor is configured to monitor temperature and pressure of an intake air into the internal combustion engine and is adapted to provide a temperature signal and a pressure signal to the control unit. The throttle position sensor is configured to monitor a degree of opening of a throttle body coupled to the internal combustion engine and configured to provide a throttle position signal to the control unit.

[014] In an embodiment, an ion current circuit in communication with the spark plug is provided. The ion current circuit is configured to measure an ion current generated on ignition of the flexi-fuel at the spark plug based on the determined spark advance angle. [015] In another aspect, a method of operating the internal combustion engine of the vehicle utilizing the flexi-fuel is disclosed. The method comprises receiving, by the flexi-fuel control unit, one or more input signals from one or more sensors disposed in the vehicle, the one or more input signals being indicative of a riding condition of the vehicle. The fuel blending ratio (R) of the flexi-fuel is then determined, based on the one or more input signals. The modified fuel map from one or more modified fuel maps is then selected corresponding to the determined fuel blending ratio (R), when the fuel blending ratio (R) is greater than the threshold value. The fuel supply device provided in the internal combustion engine is then operated, corresponding to the fuel pulse width determined based on the modified fuel map and the spark plug provided in the internal combustion engine corresponding to the spark advance angle determined based on the modified fuel map is operated for operating the internal combustion engine.

BRIEF DESCRIPTION OF THE DRAWINGS

[016] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.

Figure 1 is a schematic view of a vehicle, in accordance with exemplary an embodiment of the present disclosure.

Figure 2 is a block diagram of a system for operating an Internal Combustion (IC) engine, in accordance with an exemplary embodiment of the present disclosure. Figure 3 is a block diagram of a flexi-fuel control unit of the vehicle, in accordance with an exemplary embodiment of the present disclosure.

Figure 4 is a block diagram of a neural network, in accordance with an exemplary embodiment of the present disclosure.

Figure 5 is a flow diagram of a method for operating the IC engine, in accordance with an exemplary embodiment of the present disclosure.

DETAILED DESCRIPTION OF THE INVENTION

[017] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder. In the ensuing exemplary embodiments, the vehicle can be a multi-wheeled vehicle.

[018] Figure 1 illustrates a schematic view of a vehicle 200, in accordance with an embodiment of the present invention. As an example, the vehicle 200 is a two-wheeled vehicle. The vehicle 200 comprises an internal combustion engine 202 that is adapted to provide motive force required for movement of the vehicle 200. In an embodiment, the internal combustion engine 202 is preferably a single-cylinder engine. In the present embodiment, the engine 202 is calibrated to operate utilizing a flexi-fuel. The vehicle 200 has a front wheel 212, a rear wheel 214, a frame member (not shown), a seat 216 and a fuel tank 218. In an embodiment, the seat 216 includes a rider seat 216a and a pillion seat 216b. The frame member includes a head pipe (not shown), a main tube (not shown), a down tube (not shown), and a seat rail (not shown). The head pipe supports a steering shaft (not shown in Figures) and a fork assembly 220 attached to the steering shaft through a lower bracket (not shown in Figures). The fork assembly 220 supports the front wheel 212. In an embodiment, the fork assembly 220 is a telescopic suspension unit, configured to cushion the front side of the vehicle 200 during travelling and thereby ease handling of the vehicle

200.

[019] A handlebar 222 is fixed to upper bracket (not shown) and can rotate about the steering shaft for turning the vehicle 200. A headlight 224, a visor guard (not shown) and instrument cluster 226 are arranged on an upper portion of the head pipe. The frame member comprises the down tube that may be positioned in front of the engine 202 and extends slantingly downward from head pipe. The main tube of the frame member is located above the engine 202 and extends rearward from head pipe.

[020] The fuel tank 218 is mounted on the main tube. Seat rails are joined to main tube and extend rearward to support the seat 216. A rear swing arm (not shown) is connected to the frame member to swing vertically, and the rear wheel 214 is connected to rear end of the rear swing arm. Generally, the rear swing arm is supported through a mono shock absorber 228 on either side of the vehicle 200 or through a mono rear suspension (not shown). A taillight unit 230 is disposed at the end of the vehicle 200 and at the rear of the seat 216 or the pillion seat 216b. A grab rail 232 is also provided to the seat rails. The rear wheel 214 is arranged below the seat 216 rotates by the motive force of the engine 202 transmitted through a chain drive (not shown).

[021 ] Further, a rear fender 234 is disposed above the rear wheel 214. An exhaust pipe 236 of the vehicle 200 extends vertically downward from the engine 202 and then extends below the engine 202, longitudinally along length of the vehicle 200 before terminating in a muffler 238. The muffler 238 is typically disposed adjoining the rear wheel 214. Further, the upper portion of the front wheel 212 is covered by a front fender 240 mounted to the fork assembly

202. [022] Referring to Figure 2 in conjunction with Figure 1 , a system 100 for operating the engine 202 is depicted. The system 100 is adapted to calibrate the engine 202 based on composition of the flexi-fuel, thereby ensuring optimal operation and performance of the engine 202.

[023] The system 100 comprises one or more sensors 106 that are disposed strategically at one or more locations on the vehicle 102. The one or more sensors 106 are adapted to monitor the engine operating conditions or parameters. In the present embodiment, the one or more sensors 106 comprises a lambda sensor 106a, a temperature manifold absolute pressure (TMAP) sensor 106b, a throttle position sensor 106c and an engine speed sensor 106d. In an embodiment, the engine speed sensor 106d is a Rotation Per Minute (RPM) sensor, mounted adjacent to a crankshaft (not shown) of the engine 202.

[024] In an embodiment, the lambda sensor 106a is located in the exhaust pipe 236 for monitoring an unburnt fuel that may be discharged from the engine 202. Based on the unburnt fuel determined, the lambda sensor 106a is configured to generate an air fuel ratio signal for reducing the unburnt fuel in the exhaust pipe 236.

[025] In an embodiment, the TMAP sensor 106b is located in an air intake pipe (not shown) of the engine 202. The TMAP sensor 106b is configured to monitor the instantaneous air pressure and temperature of the air that is entering into the engine 202. Accordingly, based on the determined air pressure and temperature, the TMAP sensor 106b generates a temperature signal and a pressure signal.

[026] In an embodiment, the throttle position sensor 106c is located in a throttle body 210 coupled to the engine 202. The throttle position sensor 106c is configured to monitor a degree of opening of the throttle body 210. Based on the degree of opening of the throttle body 210, the throttle position sensor 106c is configured to provide a throttle position signal. [027] Referring to Figure 3 in conjunction with Figure 2, the system 100 comprises a flexi- fuel control unit 102 communicably coupled to the one or more sensors 106 and to components of the engine 202 such as the throttle body 210, a fuel supply device 204 and a spark plug 208. In an embodiment, the flexi-fuel control unit 102 is communicably coupled to the one or more sensors 106, the throttle body 210, the fuel supply device 204 and the spark plug 208 through a wired connection or a wireless connection as per deign feasibility and requirement. The flexi-fuel control unit 102 is adapted to calibrate or adjust operating parameters of the engine 202 based on the composition of the flexi-fuel, thereby mitigating requirement of adjusting ECU for different compositions of the flexi-fuel. The composition of the flexi-fuel being determined by the combination of sensors 106.

[028] The flexi-fuel control unit 102 is configured to receive input signal from each of the one or more sensors 106 along with a fuel pulse width signal, an ion current and a spark advance angle for adjusting operation of the engine 202 for optimum performance. In other words, the flexi-fuel control unit 102 is adapted to receive the air fuel ratio signal from the lambda sensor 106a, the pressure signal and the temperature signal from the TMAP sensor 106b, the throttle position signal from the throttle position sensor 106c, a speed signal from the engine speed sensor 106d along with the fuel pulse width signal, the ion current and the spark advance angle for adjusting operation of the spark plug 208, the fuel supply device 204 and the throttle body 210 for optimal operation of the engine 202. The flexi-fuel control unit 102 is configured to determine riding conditions of the vehicle 200 based on the input signals received from the sensors 106. Further, the flexi-fuel control unit 102 is configured with a modified fuel map in order to calibrate the engine 202 for utilizing the flexi fuel. In the present embodiment, the modified fuel map may include operating parameters of the engine 202 such as the air-fuel ratio, the throttle opening and the like, that are required for optimal operation of the engine 202 during use of the flexi-fuel.

[029] In an embodiment, the flexi-fuel control unit 102 can be in communication with at least one vehicle control unit 206 of the vehicle 200. In an embodiment, the flexi-fuel control unit 102 may comprise one or more additional components such as, but not limited to, an input/output module 114, a processing module 116 and an analytic module 118.

[030] The flexi-fuel control unit 102 is in communication with the components such as the processing module 116 and the analytic module 118. In an embodiment, the processing module 116 and the analytic module 118 are configured within the flexi-fuel control unit 102. In another embodiment, the flexi-fuel control unit 102 may be embodied as a multi-core processor, a single core processor, or a combination of one or more multi-core processors and one or more single core processors. For example, the flexi-fuel control unit 102 is embodied as one or more of various processing devices or modules, such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices including integrated circuits such as, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In yet another embodiment, the flexi-fuel control unit 102 may be configured to execute hard-coded functionality. In still another embodiment, the flexi-fuel control unit 102 may be embodied as an executor of instructions, where the instructions are specifically configured to the flexi-fuel control unit 102 to perform the steps or operations described herein for operating the engine 202 utilizing the flexi-fuel.

[031] Further, the flexi-fuel control unit 102 is communicably coupled to a memory unit 104 (shown in Figure 3). The memory unit 104 is capable of storing information processed by the flexi-fuel control unit 102 and also the data received from each of the sensors 106. In an embodiment, the memory unit 104 stores data pertaining to the modified fuel map, so that the flexi-fuel control unit 102 is capable of retrieving the modified fuel map based on the composition of the flexi-fuel. The memory unit 104 is embodied as one or more volatile memory devices, one or more non-volatile memory devices and/or combination thereof, such as magnetic storage devices, optical-magnetic storage devices and the like as per design feasibility and requirement. The memory unit 104 communicates with the flexi-fuel control unit 102 via suitable interfaces such as Advanced Technology Attachment (ATA) adapter, a Serial ATA [SATA] adapter, a Small Computer System Interface [SCSI] adapter, a network adapter or any other component enabling communication between the memory unit 104 and the flexi-fuel control unit 102. In an embodiment, the flexi-fuel control unit 102 and the vehicle control unit 206 may both be connected to a power supply such as a battery module (not shown) of the vehicle 200, for receiving electrical power. In an embodiment, the flexi-fuel control unit 102 may have an inbuilt power supply 1 10 for drawing power from the battery module of the vehicle 200.

[032] In an embodiment, the system 100 also comprises an ion current circuit communicably coupled to the spark plug 208. The ion current circuit 108 measures the ion current generated on ignition of the air flexi-fuel mixture within the engine 202 by the spark plug 208. The flexi-fuel control unit 102 or the vehicle control unit 206 controls the spark advance angle of the engine 202 that controls the amount of ion current generated, based on the signals received from each of the sensors 106, the current ion current, the current fuel pulse width signal, and the current spark advance angle.

[033] In an embodiment, the flexi-fuel control unit 102 or the analytic module 118 of the flexi-fuel control unit 102 is adapted to control operation of the engine 202, based on the riding conditions determined based on the feedback signals from the sensors 106. The flexi- fuel control unit 102 is configured to determine a fuel blending ratio (R) of the flexi-fuel based on the feedback signals received from the sensors 106. The fuel blending ratio (R) provides determination of quantity of alternative fuel in the flexi-fuel. The flexi-fuel control unit 102 determines the fuel blending ratio (R) as follows:

Fuel blending ratio (R) = (Alternative fuel) / (Alternative fuel + Gasoline)., (eq.1 )

[034] The fuel blending ratio (R) is a value between zero to one. When the fuel blending ratio (R) is nearer to zero, the flexi-fuel control unit 102 indicates the flex-fuel utilized by the engine 202 contains larger quantity of the gasoline than the alternative fuel. When the fuel blending ratio (R) is nearer to one, the flexi-fuel control unit 102 indicates that the flexi-fuel employed by the engine 202 contains a larger quantity of the alternative fuel. Upon determining the fuel blending ratio (R), the flexi-fuel control unit 102 is adapted to consider the modified fuel map in the memory unit 104 for optimum operation of the engine 202.

[035] In an embodiment, if the lambda sensor 106a determines traces of unburnt gases in the exhaust gas of the engine 202, the lambda sensor 106a accordingly provides the air-fuel ratio signal to the flexi-fuel control unit 102. Based on the air-fuel ratio signal received from the lambda sensor 106a, the quantity of the alternative fuel in the flexi-fuel is determined. The fuel blending ratio (R) enables the flexi-fuel control unit 102 to select the appropriate modified fuel map required for optimum operation of the engine 202. As an example, if the lambda sensor 106a determines quantity of the alternative fuel as 0.2cc, then in accordance with eq. 1 , the flexi-fuel control unit 102 determines the fuel blending ratio (R) as 0.2cc / (0.2cc + 0.8cc) = 0.2.

[036] When the fuel blending ratio (R) determined by the flexi-fuel control unit 102 is greater than a threshold value, the flexi-fuel control unit 102 continues to operate and control operation of the engine 202. In an embodiment, the threshold value is 0.05. The flexi-fuel control unit 102 upon determining the fuel blending ratio (R) operates the fuel supply device 204 corresponding to a fuel pulse width determined based on the modified fuel map. In an embodiment, the flexi-fuel control unit 102 generates the fuel pulse width signal based on the determined fuel pulse width, thereby enabling the fuel supply device 204 to supply metered quantity of the flexi-fuel to the engine 202. In the present embodiment, flexi-fuel control unit 102 operates the fuel supply device 204 when a piston (not shown) is at a top dead center of the engine 202. Thereafter, the spark plug 208 is operated corresponding to the spark advance angle determined based on the modified fuel map. In an embodiment, the ion current circuit 108 measures the ion current that is generated when an ignition is triggered at the spark plug 208 based on the determined spark advance angle, for igniting the flexi- fuel. The flexi-fuel control unit 102 controls a voltage applied across the spark plug 208 based on the spark advance angle and generates the ion current that is measured by the ion current circuit 108. In the present embodiment, the spark advance angle is about +/- 10 degrees from the top dead center of the engine 202 when ignition is triggered at the spark plug 208. [037] In an embodiment, when the fuel blending ratio (R) is lesser than the threshold limit, the vehicle control unit 206 controls operation of the engine 202 based on a base fuel map. The base fuel map is defined based on gasoline fuel. Further, the vehicle control unit 206 being coupled to the sensors 106 receives feedback signals from the lambda sensor 106a, the TMAP sensor 106b and the throttle position sensor 106c, the engine speed sensor 106d and accordingly operates the engine 202 based on the parameters mentioned in the base fuel map for optimum performance. Such a configuration of the system 100 ensures optimum operation of the engine 202, irrespective of the fuel utilized. Moreover, the system 100 mitigates the need for replacement of the vehicle control unit 206, thereby providing an inexpensive solution to the vehicle 200 for utilizing the flexi-fuel.

[038] Referring to Figure 4 in conjunction with Figures 2 and 3, the flexi-fuel control unit 102 is adapted to determine the fuel blending ratio (R) through machine learning models 112. The machine learning models 112 receive inputs from each sensor 106 along with the fuel pulse width signal, the ion current and the spark advance angle for determining the fuel blending ratio (R). Additionally, the machine learning models 112 also receive inputs pertaining to riding conditions and/or riding behavior of the vehicle 200, for determining the fuel blending ratio (R).

[039] Figure 5 illustrates a flow diagram of a method 500 for operating the engine 202 utilizing the flexi-fuel.

[040] At step 502, the vehicle 200 is operated through the vehicle control unit 206 in order to comprehend the riding conditions of the vehicle 200. At this scenario, the sensors 126 monitor the engine components of the vehicle 200 and accordingly generate the feedback signals. In other words, the lambda sensor 106a generates the air fuel ratio signal, the TMAP sensor 106b generates the pressure signal and the temperature signal and the throttle position sensor 106c generates the throttle position signal.

[041] Thereafter at step 504, the flexi-fuel control unit 102 is adapted to receive the feedback signals from the sensors 106. The feedback signals are thereafter routed to machine learning models 112 provided in the flexi-fuel control unit 102 at step 506, for determining the fuel blending ratio (R) using eq. (1 ). In an embodiment, the machine learning models 112 receive inputs from each sensor 106 along with the current fuel pulse width signal, the current ion current and the current spark advance angle for determining the fuel blending ratio (R). [042] Subsequently at step 508, the flexi-fuel control unit 102 compares the determined fuel blending ratio (R) with the threshold value. If the fuel blending ratio (R) is greater than the threshold value, the method 500 moves to step 512. If the fuel blending ratio (R) is lower than the threshold value, the method 500 moves to step 510, wherein the vehicle control unit 206 bypasses the flexi-fuel control unit 102 for controlling operation of the engine 202.

[043] At step 512, the flexi-fuel control unit 102 is adapted to select the modified fuel map based on the fuel blending ratio (R). In an embodiment, the flexi-fuel control unit 102 selects the modified fuel map from the one or more modified fuel maps that are stored in the memory unit 104.

[044] Upon selection of the modified fuel map, the method 500 moves to step 514, wherein the flexi-fuel control unit 102 operates the engine components such as the fuel supply device 204, the spark plug 208 and the throttle body 210 in accordance with the engine operating parameters mentioned in the modified fuel map. In the present embodiment, at step 514, the flexi-fuel control unit 102 operates the fuel supply device corresponding to the fuel pulse width provided in the modified fuel map, thereby allow entry of metered quantity of fuel into the engine 202. Thereafter, at step 516, the flexi-fuel control unit 102 controls the spark advance angle for operating the spark plug 208 for optimum ignition of the flexi-fuel ignition and also controls the voltage applied across the spark plug 208 for generating the ion current. Thus, the engine 202 is operated through the flexi-fuel control unit 102 as mentioned in step 518.

[045] The claimed invention as disclosed above is not routine, conventional or well understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies. Specifically, the claimed aspect provides the flexi- fuel control unit 102 which is capable of enabling the vehicle 200 to utilize flexi-fuel without the need for replacing the vehicle control unit 206. Also, the flexi-fuel control unit 102 being communicably coupled to the vehicle control unit 206, enables to bypass the operation to control the engine 202 based on the fuel blending ratio (R) computed in real-time by the flexi- fuel control unit 102. Such a configuration reduces the cost involved in operating the vehicle 200 for utilizing the flexi-fuel. Moreover, the lambda sensor 106a mitigates the need for a separate composition sensor for determining composition of the flexi-fuel, thereby making the system 100 inexpensive and simple in configuration.

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