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POWER Group 1 Structure and Function — Group 2 Operational Checks and Troubleshooting ~ Group 3 Tests and Adjustments — Group 4 Disassembly and Assembly — SECTION 3 POWER TRAIN SYSTEM [GROUP 1 STRUCTURE ANDFUNCTION 4, POWER TRAIN COMPONENT OVERVIEW Transmission Engine Front axle Center dive shaft | Rear axle Front drive shaft Rear drive shatt ‘The power train consists of the following components: + Transmission + Front, center and rear drive shafts, + Front and rear axles Engine power is transmitted to the transmission through the torque converter. The transmission is a hydraulically engaged four speed forward, three speed reverse countershaft type Power shift transmission. A caliper-cisc type parking brake is located on the front axle. ‘The transmission outputs through universal joints to three drive shaft assemblies. The front drive shaft is a telescoping shaft which drives the front axle. The front axle is mounted directly to the loader frame. ‘The front axle is equipped with limited slip differential ‘The rear axle is mounted on an oscilating pivot. The rear axle is equipped with limited sip differential. ‘The power transmitted to front axle and rear axle is reduced by the pinion gear and ring gear of differential. It then passes from the differential to the sun gear shaft(Axle shat) of final drive. The power of the sun gear is reduced by a planetary mechanism and is transmitted through the planetary hub to the wheel. 34 HYDRAULIC CIRCUIT |_ Valve block contol rut serdar Coarse ter onsure | Main ol circu NFS. Follow-on slide P83. Proportional valve clutch Kt D Oscilation damper P4 Proportional valve clutch K3 B Office P5 Proportional valve clutch KV 1 Proportional valve clutch KR 6 Proportional vaive clutch K2 2 Propotional valve clutch Ké Y1-¥6 Pressure regulator valve with fiter sees Forward Powe naa] Ems! | Pstene Bet i 1[2[s [4 3 ewe bon pons v1 Xe xe lex KR F 55 v2 xlax MISES vs_ |x x ice || va x x come eccra|iates we | x | x ie |e | ates Ye sala x io aes ater Engaged) a kV | KV,K2 | KéK2 | KA,K3 | KAKI | KR,K2 | KR, KS : : : X : Pressure regulator under voltage 3-2 2. TORQUE CONVERTER 1 Pump 3 Turbine 5 Input shaft 2 Stator 4 Transmission pump ‘The converter is working according to the Trlok-system, Le. it assumes at high turbine speed the characteristics, and with it the favorable efficiency of a fluid clutch. ‘The converter will be defined according to the engine power so that the most favorable operating ‘conditions for each installation case are given. ‘The Torque converter is composed of 3 main components : Pump wheel - turbine wheel - stator(Reaction member) ‘These 3 impeller wheels are arranged in such a ring-shape system that the fluid is streaming through the circuit components in the indicated order. Pressure oil is constantly streaming out ofthe transmission pump through the converter. In this way, the converter can fulfils task to multiply the torque of the engine, and at the same time, the heat created in the converter is dissipated through the escaping oil. The oil, escaping out of the pump wheel, enters the turbine wheel and is there inversed in the direction of fow. According to the rate of inversion, the turbine wheel and with it also the output shaft, receive a more or less high reaction moment. The stator(Reaction member), following the turbine, has the task to inverse again the oil which is escaping out of the turbine and to delivery it under the suitable discharge direction to the pump wheel. Due to the inversion, the stator receives a reaction moment. ‘The relation turbine moment/pump moment is called torque conversion. This is the higher the greater the speed difference of pump wheel and turbine whee! will be. ‘Therefore, the maximum conversion is created at standing turbine wheel. With increasing output speed, the torque conversion is decreasing. The adaption of the output speed to certain required output moment is infinitely variable and automatically achieved by the torque converter. 3-3, If the turbine speed is reaching about 80% of the pump speed, the conversion becomes 1.0 ie. the turbine moment becomes equal to that of the pump moment. From this point on, the converter is working similar to a fluid clutch. ‘A stator freewheel serves to improve the efficiency in the upper driving range, itis backing up in the ‘conversion range the moment upon the housing, and is released in the coupling range. In this way, the stator can rotate freely. Function of a hydrodynamic torque converter(Schematic view) Te = Torque of the pump whee! Tr = Torque of the turbine wheel Tr = Torque of the reaction member(Stator) — Turbine wheels running with about the same speed as pump wheel, 3-4 3. TRANSMISSION 1) Layout oarens Engine connection Torque converter Breather Drive Electro-hydraulc shift control ‘st power take off Converter change and control pressure pump ‘st olutoh(k1) 2nd clutch(K2) 3rd clutoh(K3) Output shaft 3-5 12 13 4 15 16 Output shaft Lay shaft 4th clutch) Reverse clutch(KR) Forward clutch(KV) 2) INSTALLATION VIEW 18 14 15 17 1 Liting lugs 11 Converter 2 Breather 12 Emergency steering pump connection(Option) 3 Electro-hydraulic shift control 13. Engine driver 4 Engine connection 14 Pressure line clutch K2 5 Coarse fiter 15 Pressure line clutch KR 6 — Cildrain plug M22 x 1.5 16 Pressure line clutch KV 7 Output-rearaxle 17 Pressure line clutch K4 8 Outputfront axle 18 Pressure line clutch K3 9. Transmission suspension holes M20 19 Pressure fine clutch Kt 10 Mounting holes 3-6 3) OPERATION OF TRANSMISSION (1) Forward © Forward ist In 1st forward, forward clutch and 1st clutch are engaged. Forward clutch and 1st clutch are actuated by the hydraulic pressure applied to the clutch piston. INPUT => ‘oureur 3-7 ® Forward 2nd In 2nd forward, forward clutch and 2nd clutch are engaged. Forward clutch and 2nd clutch are actuated by the hydraulic pressure applied to the clutch piston, INPUT => ourpur 3-8 ® Forward 2nd In 2nd forward, forward clutch and 2nd clutch are engaged. Forward clutch and 2nd clutch are actuated by the hydraulic pressure applied to the clutch piston, INPUT => ourpur 3-8 @ Forward 4th In 4th forward, 4th clutch and 3rd clutch are engaged. 4th clutch and 3rd clutch are actuated by the hydraulic pressure applied tothe olutch piston. Yb eur ee iii i 7 re ‘Gi @ Reverse © Reverse 1st In 4st reverse, reverse clutch and 1st clutch are engaged. Reverse clutch and 1st clutch are actuated by the hydraulic pressure applied to the clutch piston. INPUT => oureur. 3-14 @ Reverse 2nd In 2nd reverse, reverse clutch and 2nd clutch are engaged. Reverse clutch and 2nd clutch are actuated by the hydraulic pressure applied to the clutch piston, INPUT =p ‘oureur. ourpur 3-12 @ Reverse 3rd In 3rd reverse, reverse olutch and 3rd clutch are engaged. Reverse clutch and rd clutch are actuated by the hydrauiic pressure applied tothe clutch piston. INPUT = ourput 3-13 4) ELECTRO-HYDRAULIC SHIFT CONTROL WITH PROPORTIONAL VALVE. SECTION A-A SECTIONB-B 1 Pressure reducing valve(9bar) 7 Intermediate sheet 2 System pressure valve(16+2bar) 8 Ductpplate 3 Housing 9 Oscillation damper 4 Cable hamess 10. Follow-on slide 5 Cover 11 Pressure regulator 6 Valve block Transmission control see schedule of measuring points, hydraulic schematic and electro-hydraulic ‘control unit at page 3-2, 3-14 and 3-72. The six clutches of the transmission are selected through the 6 proportional valves P1 to P6. The proportional valve(Pressure regulator-unit) consists of pressure regulator(e.g. Y1), booster valve oscillation damper. ‘The pilot pressure of 9 bar for the control of the follow-on slides is created by the reducing valve. ‘The pressure oil (16+2bar) is directed through the follow-on slide to the corresponding clutch. 3-14 By the direct proportional selection with separate pressure modulation for each clutch, the pressures to the clutches, taking part in the gear change, are controlled. In this way, a hydraulic ‘overtab of the clutches to be engaged and disengaged is achieved. This is leading to fast shiftings without traction force interruption. ‘tthe shiting, the following criteria are considered: ~ Speed of engine, turbine, central gear train and output. - Transmission temperature. - Shitting mode(Up-, down,, reverse shifting and gear engaging from neutral) ~ Load level(Full- and partial load, traction, coasting inolusive consideration of load cycles during the shifting). ‘The system pressure valve is limiting the maximum control pressure to 16+2 bar and releases the ‘main stream to the converter and lubricating circuit. A converter relief valve is installed in the converter inlet, which protects the converter against high internal pressures(Opening pressure Sbat). Within the converter, the oil transfers the power transmission according to the well-known hydrodynamic principle(See torque converter, page 3-3). Inorder to avoid cavitation, the converter must be always completely filed with ol, This is achieved by a converter back pressure valve, following the converter, with an opening pressure of about 3.5bar. ‘The oil, escaping from the converter, is directed to a oil cooler. The ol is directed from the oil cooler to the transmission and from there to the lubricating-ol circuit ‘80 that all lubricating points are supplied with cooled cil. In the electro-hydraulc control unit there are 6 pressure regulators installed. 5) GEAR SELECTOR(OW-3) The gear selector is designed for the ‘mounting on the left side of the steering column. The positions(Speeds) 1 to 4 are selected by a rotary motion, the driving direction Forward(F)-Neutral(N)-Reverse(R) by ting the gear selector lever. The gear selector is also available with integrated kickdown control knob, A neutral lock is installed as protection against inadvertent drive off Position N - Gear selector lever blocked in = this position. Position D - Driving. 3-15 6) DISPLAY (1) Function The display can be used withthe ge ‘well as the activated kickdown. When driving in the automatic mode, a bar indicator gives additionally also information about the tic range is symbolized by arrows above and below the bar indicator. In case of possible errors in the system, a wrench appears on the display, combined selected driving range; The automat ar selector(DW-3). It indicates speed and driving direction as with indication of the error number. Also sporadically occurring errors can be indicated. df © Firstposition 9 h 5 | = BK NY = YN owe VIN 1 bac Second position {@ | Preselection reverse diving direction + | Bor ,e,d,e | Monitoring diferent ear-ranges | Preselection forward diving direction Flashing | Kick-down modus is activated ‘Shows the actual driving direction 2 | First position i F : Forward, R : Reverse First segment ofthe error code hows 7 _ a K ‘Shows the curent gear Second segment of the enor code Spanner @ | Electronic contol unit recognized an eror 5_ | Letters STOP | Immediate stop is required(At the moment not acvated) (2) Abbreviations 0G Open circuit SC: Short circuit (OP mode : Operating mode TCU: Transmission control unit EEC Electronic engine controller PTO: Powertake off 3-16 (9) Display during operation Symbol Meaning Remarks 4F1R ‘Actual gear and direction 2F,2R Left cit shows actual gear 3F, 3R Right digit shows actual ar direction SF oF LF,LR Limp home gear ForR.nogear | Clutch cutoff F or R flashing Direction F or R selected while turbine speed is too high, CAUTION gear wil engage it turbine speed drops NN "Not neutral, wating for neutral | To engage a gear, fist move shift selector to neutral after power up or a severse | postion and again to F to R postion faut . il temperature 100 low, ‘Warn up enginettransmission no gear available N ii temperature low, Warm up enginettransmission only one gear available ‘bar(Special symbol) | Manual mode ist gear bars: Manual mode 2nd gear Sars Manual mode Srd gear bars ‘Manual mode ath gear 4bars and 2 arrows | Automatic mode Bars flashing Downshift mode active Difference of engine and trubine speed above a certain limit and lockup clutch not activated Spanner Atleast on faut active Select neutral to get fault code displayed Fault code See faulicode list ws Waming sump temperature | Changes between actual geardirection while driving, in neutral only displayed if no fault is detected Spanner) WR Warring retarder temperature | Changes between actual gearldirection while driving, in neutral only csplayed io fault is detected Spanner) wr Waming torque converter | Changes between actual gearidirection while driving, temperature inneutral only displayed if no fauit is detected) Spanner) WE Warming high engine speed | Changes between actual gearitrection while driving, in neutral only displayed it no fault is detected Spanner) PN direction F or R selected —_| Transmission in neutral untl parking brake is released while parking brake engaged_| x Vehicle stats to move after release of parking brake F or flashing Direction F or R selected Gear will engage when turbine speed drops while turbine speed isto high EE flashing 'No communication with ‘Checked wiring from TCU to display display ‘Symbol Meaning Remarks PL ‘AEB-Startris plugged at the diagnostic plug st ‘AEB:Starter-buttonis pressed K1-K4,KV,KR—_ | Calibrating clutch K1~K4, KV Or KR respectively ~And Kx. Wait for stat, itialzaton of ‘lutoh Kx, x: 1,2, 3,4, VB = And Kx Fast filtime determination of clutch Kx. = And Kx ‘Compensating pressure determination of clutch Kx. OK Calibration forall clutches | Transmission stays in neutral, you have to estat the| finished TCU(\gnition otton) after removing AEB-Startor STOP ‘AEB cancled(Actvation Transmission stays in neutral, you have to restart the| stopped) TCU(Igntion offon) STOP and Kx ‘AEB stopped, clutch Kx can't | Transmission stays in neutral, you have to restart the be calibrated TCU(\gniton offon) ‘Spanner and Kx | Kiccouldnt be calibrated, AEB | Transmission stays in neutral, you have to restart the| finished ‘TCU(Igntion offon) AE Engine speed too low, + Raise engine speed vE Engine speed too high, ~ Lower engine speed at Transmission oil temperature too low, + Heat up transmission vt ‘Transmission oil temperature too high, = Cool down transmission FT ‘Transmission temperature not | Transmission stays in neutral, you have to restart the in defined range during TCUtgniion offen) calibration FB (Operating mode not NORMAL | Transmission stays in neutal, you have to restart the cor transmission temperature | TCUI Ignition offon) sensor defective or storing of. calibrated values to EEPROM has failed FO Output speed not zr Transmission stays in neutral, you have to restart the ‘TCU(lgnition offon) FN Shift lever notin neutral Transmission stays in neutral, you have to restart the| postion TCUtinition offen) FP Park brake not applied Transmission stays in neutral, you have to restart the TCU(gnition offen) _ STOP ‘AEB Siaror was usedincorect | Transmission stays in neutral, you have to restart the| ors defective. Wrong device ‘or wrong cable used’ ‘TCU (Ignition ottion) 3-18 (6) DEFINITION OF OPERATING MODES © Normal ‘There's no failure detected in the transmission system or the failure has no or slight effects on transmission control. TCU will work without or in special cases with little limitations.(See following table) @ Substitute clutch control ‘TCU can't change the gears or the direction under the control of the normal clutch modulation. TCU uses the substitute strategy for clutch control. All modulations are only time controlled. (Comparable with EST 25) @ Limp-home The detected failure in the system has strong limitations to transmission control. TCU can engage only one gear in each direction. In some cases only one direction will be possible. TCU wil shift the transmission into neutral at the frst occurrence of the failure. Fist, the operator ‘must shift the gear selector into neutral position. output speed is less than a threshold for neutral to gear and the operator shifts the gear selector into forward or reverse, the TCU will select the limp-home gear. If output speed is less than a threshold for reversal speed and TCU has changed into the limp- home gear and the operator selects a shutle shit, TCU will shift immediately into the limp-home gear of the selected direction. If output speed is greater than the threshold, TCU will shift the transmission into neutral. The ‘operator has to slow down the vehicle and must shift the gear selector into neutral position. @ Transmission-shutdown ‘TCU has detected a severe failure that disables control ofthe transmission. ‘TCU will shut off the solenoid valves forthe clutches and also the common power supply(VPS1). Transmission shifts to neutral. The park brake wil operate normally, also the other functions which use ADM1 to ADMB. 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ON whe} WOwETa wu | 15 id ‘posi ye 20) uoseer aass0d (cea) | eH) syewey -redes 0 sds gsso NOL 4 Jo uoneBeRs paperanian eo eee (@) Measuring of resistance at actuator/sensor and cable © Actuator @- 6 Open circuit Rie = Ric = Res = © Short cutto ground Rie=R; ra =0,Ra= Ror Ria =R, Rea =0 (For S.C. to ground, G is connected to vehicle ground) ‘Short cut to battery = Re=R; Ria =0, Rea = Ror Ria =R, Res = (For S.C. to battery, Gis connected to battery voltage) @ Cable UBat 4 P(Power supply) Tou OQ Barton’ Sensor (Chassis) Open circuit Ree = Rie = Ric= Ror = Rac= © Shortcut to ground Rz=0; Ric=Pec=0, Rir=Pop= 00 Short cut to battery Riz=0; Ric=Reo=0, Pir = Per 3-47 (@) Measuring of resistance at actuator/sensor and cable © Actuator @- 6 Open circuit Rie = Ric = Res = © Short cutto ground Rie=R; ra =0,Ra= Ror Ria =R, Rea =0 (For S.C. to ground, G is connected to vehicle ground) ‘Short cut to battery = Re=R; Ria =0, Rea = Ror Ria =R, Res = (For S.C. to battery, Gis connected to battery voltage) @ Cable UBat 4 P(Power supply) Tou OQ Barton’ Sensor (Chassis) Open circuit Ree = Rie = Ric= Ror = Rac= © Shortcut to ground Rz=0; Ric=Pec=0, Rir=Pop= 00 Short cut to battery Riz=0; Ric=Reo=0, Pir = Per 3-47 + Protection against operating errors, as far as possible and practical. - Protection against overspeeds(On the basis of engine and turbine speed). + Reversing-automatic systemiDriving speed-dependent) + Pressure cut off(Disconnecting of the drive train for maximum power on the power take-off). + Switch for manual or automatic operation + Reversing function button, respectively kickdown function. (3) Gearshifts ‘The control unit{EST-37) is shifts the required speeds fully-automatically under consideration of the following criteria. + Gear selector position + Driving speed + Load level ‘Atthe same time, the following speeds are picked up by the control uniEST-37). +n Engine +n Turbine + Central gear train + n Output = Neutral position Neutral position is selected through the gear selector. ‘After the ignition is tumed on, the electronies remains in the waiting state; By the position neutral of the gear selector, respectively by pressing on the key neutral, the control unit{EST-37) becomes ready for operation, Now, a speed can be engaged. ~ Speed engagement In principle, the speed, adapted to the driving speed(At standing, or rolling machine), will be engaged. The engagement is realized in dependence on load and rotational speed, - Upshifting under load Upshitting under load willbe then realized if the machine can stil accelerate by it. ~ Downshifting under load Downshifting under load wil be realized if more traction force is needed. - Upshifting in coasting condition In the coasting condition, the upshiting will be suppressed if the speed of the machine on a slope shall not be further increased. - Downshifting in coasting condition Downshiftings in the coasting condition will be realized ifthe machine shall be retarded. - Reversing ‘At speeds below the reversing limit, direct reversing can be carried out at any time in the speeds Fest R and 2F2R(As a rule, this is the maximum driving speed of the 2nd speed). 3-49 Reversings in the speeds 3 and 4 are realized dependent on the driving speed. ~ Above the programmed reversing limit, the machine is braked down by downshifts of the electronic control unit(EST-37) to the permitted driving speed, and only then, the reversing into the correspondingly preselected speed willbe carried out. Below the permitted driving speed, the reversing is carried out immediately. (@ Specific kickdown function By means of the kickdown-button, integrated in the gear selector, itis at any time possible to select in the speeds 2F and 2R(.e. position 2 of the gear selector, at automatic mode also in the 2nd speed of the automatic range) the 1st speed by a short touch. This kickdown state can be ‘cancelled by : 1. Pressing the kickdown-button again 2. Realization of a reversal operation 3. Change of the gear selector position by the following modification Gear selector(DW-3) - (Rotation) ofthe driving position 1-4. The kickdown function will be always terminated by shifting to neutral © Clutch cut off Especially at wheel loaders, the clutch cut off can be activated through a switch signal. It is interrupting the power flow in the transmission as long as this signal is active. Besides, this function can be used forthe transmission-neutal shifting at applied hand brake or as emergency- ‘stop(In this case, a restarting is only possible through the gear selector-neutral position). 3-50 5. AXLE 1) OPERATION + The power from the engine passes through torque converter, transmission and drive shafts, and is then sent to the front and rear axles. + Inside the axles, the power passes from the bevel pinion to the bevel gear and is sent at right, angles. At the same time, the speed is reduced and passes through the both differentials to the axle shafts. The power of the axle shafts is further reduced by planetary-gear-type final drives and is sent o the wheels. (1) Front axle 1 Final dive 2. Differential 3 Axle (2) Rear axle 1 Final drive 2 Differential 3 Axle 3-51 2) SECTION OF FRONT AXLE DIFFERENTIAL, =, SECTIONA-A 1 Bevel pinion 3° Sungears 5 Side gear(Differential) 2 Bevel gear 4° Shaft 3-62 3) SECTION OF REAR AXLE DIFFERENTIAL a 3 | S Look o 1 5 SECTION A-A. 1 Bevel pinion 3° Sun gears 5 Side gear(Diflerential) 2 Bevel gear 4° Shaft 3-53 4) DIFFERENTIAL (1) Description When the machine makes a turn, the outside whee! must rotate faster than the inside wheel. A differential is a device which continuously transmits power to the right and left wheels while allowing them to tum a different speeds, during a tur. The power from the drive shaft passes through bevel pinion(1) and is transmitted to the bevel gear(2). The bevel gear changes the direction of the motive force by 90 degree, and at the same time reduces the speed. It then transmits the motive force through the differential) to the axle gear shatt(4). @ When driving straight forward When the machine is being driven straight forward and the right and left wheels are rotating at the same speed, so the pinion ‘gear inside the differential assembly do not rotate. The motive force of the cartier is send through the pinion gear and the side gear, therefore the power is equally transmitted to the left and right axle gear shaft. @) When turning When turning, the rotating speed of the left and right wheels is different, so the pinion gear and side gear inside the differential assembly rotate in accordance with the difference between the rotating speed of the left and right wheels, The power of the carrier is then transmitted to the axle gear shafts. 3-54 Pinion gear Side gear ‘Axle gear shaft Side gear EI S0 Carrier Pinion gear L[=™" vez ne Pinion gear Side gear Side gear 0 Ring gear 5) TORQUE PROPORTIONING DIFFERENTIAL (1) Function © Because of the nature of their work, 4- wheel-drive loaders have to work in places where the road surface is bad. In such places, if the tires slip, the abiity to work as a loader is reduced, and also the lfe ofthe tre is reduced. ‘The torque proportioning differential is installed to overcome this problem. In structure it resembles the differential of ‘an automobile, but the differential pinion ‘gear has an odd number of teeth. Because of the difference in the resistance from the road surface, the position of meshing of the pinion gear and side gear changes, and this changes the traction ofthe left and right tires, @) Operation @ When traveling straight(Equal resistance from road surface to left and right tires) Under this condition, the distances involving the engaging points between right and left side gears and pinion-a and ‘bare equal and the pinion is balanced as FLxa=FRXxb. Thus, FL=FR, and the right and left side gears are driven with the same force. 3-55 Left side gear Pinion Fight side gear @When traveling on soft ground (Resistance from road surface to left and ‘ight tires is different) If the road resistance to the left wheel is ‘smaller, the left side gear tends to rotate forward, and this rotation changes the ‘engaging points between the side gears and pinion. As a result, the distances involving the engaging points becomes ab. The pinion now is balanced as FL Xa=FRXb, where FL>FR. The right side gear is driven with a greater force than the left side gear. The torque can be increased by up to about 30% for either side gear. The pinion therefore does not run idle ‘and driving power is transmitted to both side gears until the difference between road resistance to the right and left wheels reaches about 30%, 3-56 6) FINAL DRIVE(Front & rear) 1 Axle shaft 3 Ring gear 4 Sun gear 2. Planetary gear (1) To gain a large drive force, the final drive uses a planetary gear system to reduce the speed and send drive force to the tires. (2) The power transmitted from the differential through axle shatt(1) to sun gear(4) is transmitted to planetary gear(2). The planetary gear rotates around the inside of a fixed ring gear(3) and in this, ‘ay transmits rotation at a reduced speed to the planetary carrer. ‘This power is then sent to the wheels which are installed to the planetary carriers. 3-57 6. TIRE AND WHEEL Hl Poe 1 Wheel rim 3 Oxing 5 Side ring 2 Tre 4 Look ring 6 Valve assembly 1) The tire acts to absorb the shock from the ground surface to the machine, and at the same time they must rotate in contact with the ground to gain the power which drives the machine. 2) Various types of tres are available to suit the purpose. Therefore it is very important to select the ‘correct tires for the type of work and bucket capacity. 3-58

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