PLASMIC TRANSITION PROCESS MOTOR

US20110113772A1
(19) United States
(12) Patent Application Publication (lo) Pub. No.: US 2011/0113772 Al
Rohner (43) Pub. Date: May 19,2011
(54) PLASMIC TRANSITION PROCESS MOTOR
(75) Inventor: John P. Rohner, South English, lA
(US)
(73) Assignee: PlasmERG, Inc.
(21) Appl.No.: 12/592,117
(22) Filed: Nov. 18, 2009
Publication Classification
(57) ABSTRACT
(51) Int. CI.
FOIB 29/10
(52) U.S. CI
(2006.01)
60/509
An internal expansion engine having a housing. Secured to
the housing is a cylinder defining an expansion chamber. A
piston is provided within the cylinder defining a wall of the
expansion chamber. A charge of noble gas is provided within
the expansion chamber. A magnetic field generator and fadio
frequency power generator is provided around the expansion
chamber and an initiator system is located within the expansion
chamber The magnetic field generator, radio frequency
power generator and initiator system coact to cause the noble
gas to expand, pushing against the piston and generating
work. The actions of the engine are monitored and controlled
by an intelligent electronic control system that provides all
switching needed to operate the engine and communicate
with outside elements providing external control of information
sources.
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PLASMIC TRANSITION PROCESS MOTOR
[0001] This patent application claims priority to U.S. Provisional
Patent Application Sen No. 60/412,230 filed Nov. 19,
2008.
TECHNICAL FIELD
[0002] The present invention relates to an engine and more
particularly to an engine utilizing the Plasmic Transition Process
and controlled by a flexible electronic control system.
BACKGROUND
[0003] Internal combustion engines are well known in the
art. The operation of such engines involves the combustion of
a fossil fuel within a cylinder to drive a piston to generate
work. Such prior art internal combustion engines have several
drawbacks. One drawback is the inefficiency of such engines.
As it is difficult to translate all of the power from the combustion
into work, commercial internal combustion engines
typically have less than fifty percent efficiency. Another drawback
is the pollution created when internal combustion
engines expel carbon dioxide and other damaging material
into the air Yet another drawback of prior art internal combustion
engines is the heat generated by the engines, which
requires a separate cooling system to prevent damage to the
engine during operation.
[0004] It is also known in the art to provide an engine
utilizing non-combustible gases in lieu of combustible gases.
Examples of such devices can be found in U.S. Pat. Nos.
3,670,494; 4,428,193; and 7,076,950. One drawback associated
with such prior art devices is the difficulty associated
with operating them continuously for a long period of time.
The temperamental nature of the ionization process involved
with such prior art devices makes it difficult to incorporate
them into vehicles and other items which require a minimum
level of reliability. The difficulties encountered in the prior art
discussed hereinabove are substantially eliminated by the
present invention.
SU]y[]y[ARY OF THE DISCLOSED SUBJECT
fVIATTER
[0005] In an advantage provided by this invention, an internal
expansion engine is provided which is of a low-cost,
lightweight manufacture.
[0006] Advantageously, this invention provides a sealed
environment with substantially no harmful exhaust.
[0007] Advantageously, this invention provides an engine
which requires little fijel.
[0008] Advantageously, this invention provides an engine
which requires little maintenance.
[0009] Advantageously, in the preferred embodiment of
this invention, an internal expansion engine is provided. The
engine is provided with a housing having a cylinder defining
an expansion chamber Provided within the cylinder is a piston
forming a wall of the expansion chamber. Provided within
the expansion chamber is a charge of a gas mixture. A magnetic
field generator is provided around the expansion chamber,
and Radio Frequency power input is coupled to the
expansion chamber. An initiator system is located within the
expansion chamber to coact with the magnetic field generator
and Radio Frequency power input to generate a a plasma and
generate work in the form of movement of the piston.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] The present invention will now be described, by way
of example, with reference to the accompanying drawings in
which:
[0011] FIG. 1 illustrates a side elevation in cross-section of
one instance of a engine of the present invention;
[0012] FIG. 2 illustrates a side elevation in cross-section of
one cylinder assembly of the engine of the present invention;
[0013] FIG. 3 illustrates a top plan view of the cylinder head
of the present invention;
[0014] FIG. 4 illustrates a bottom plan view of the cylinder
head of the present invention;
[0015] FIG. 5 illustrates a block diagram of the electronic
control unit of the present invention;
[0016] FIG. 6 illustrates a schematic of the electronic control
unit of the present invention;
[0017] FIG. 7 illustrates a schematic of the electronic control
unit coupled to the starter, refueling and radio frequency
controllers; and
[0018] FIG. 8 illustrates a schematic of the electronic control
unit coupled to the high voltage coils and the coils provided
around the cylinder.
DETAILED DESCRIPTION OF THE DRAWINGS
[0019] A motor according to the present invention is shown
generally as 10 in FIG. 1. The motor (10) comprises a casing
(12) housing a cylinder (14). The cylinder (14) is constructed
of a non-ferrous material, such hard coat aluminum, and has
no air intake or exhaust. The cylinder (14) is sealed on one end
by a circular seal (16) to a cylinder head (18) on the other end
by the head (20) ofa piston (22). (FIGS. 1 and 2). The cylinder
head (18) and piston (22) are constructed ofa Ferro-magnetic
material such as Grade 416 stainless steel. The cylinder (14),
circular cylinder head (18) and circular head (20) of the piston
(22) form the walls of an expansion chamber (24). When the
piston (22) is at the top dead center (TDC) position as shown
in FIG. 2, the circular cylinder head (18) and circular head
(20) of the piston (22) form a toroidal transition chamber (25).
The cylinder head (18) and head (20) of a piston (22) are
provided with a mirrored finish to increase the efficiency of
the transition chamber (25).
[0020] The piston (22) is provided with ring grooves (26)
and (28), within which rest piston rings (30) and (32), such as
those known in the art. The piston rings (30) and (32) form a
seal between the piston (22) and cylinder (14), preventing the
passage of gases thereby. The piston (22) is pivotally coupled
to a connecting rod (34). The connecting rod (34) is coupled
to a crankshaft (36), which is joumaled to a crankcase (38).
The crankcase (38) is coupled to the casing (12). Coupled to
one end of the crankshaft (36) is a flywheel (40). Coupled to
the other end of the crankshaft (36) is a V-belt drive pulley
(42) provided with a V-belt (44).
[0021] As shown in FIG. 1, provided between the casing
(12) and the cylinder (14) are three coils (46), (48) and (50).
The supplemental coil (46) is preferably constructed of
between 100 and 500 turns, and most preferably 220 turns, of
20 gauge wire. The supplemental coil (46) is approximately
20 centimeters long. The cylinder coil (48) is preferably constructed
of between 200 and 900, and most preferably 600
turns of 18 gauge wire. The cylinder coil (48) is approxi-
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mately 15.0 centimeters long. The transition coil (50) is preferably
constructed of between 50 and 100, and most preferably
80 turns of 18 gauge wire. The transition coil (50) is
approximately 4.5 centimeters long. The supplemental coil
(46) may act as a capacitor when charged, or as an electromagnetic
shield when uncharged. When the piston (22) is at
TDC the cylinder coil (48) is located completely below the
head (20) of the piston (22) and the transition coil (50) completely
surrounds the transition chamber (25). The cylinder
coil (48) acts as a magnetic field generator on the interior of
the cylinder (14). The transition coil (50) also acts as a magnetic
field generator on the interior of the cylinder (14), but is
primarily focused to generate a predetermined magnetic field
within the expansion chamber (24) when the piston (22) is
near the TDC position. In the preferred embodiment, only the
cylinder coil (48) and transition coil (50) are used.
[0022] A ionization generator, such as a radio frequency
generator (52) coupled to a high frequency antenna (54) is
provided to act on the gas within the transition chamber (25)
to Ionization. The antenna (54) is preferably constructed of 18
gauge wire between 5.0 and 10.0 centimeters in length and
most preferably 8.1 centimeters in length wrapped 60%
around the Transition chamber at mid point within the torodial
structure. An alternate way to perform this fimction
could also be to modulate the transition coil (50) with this RF
power.
[0023] As shown in FIG. 1, the high frequency antenna (54)
is secured through the cylinder head (18) and extends into the
expansion chamber (24). An initiator system is provided, such
as a high voltage coil (58) or multiple coils (58), (60), (62),
(64), such as "coil on plug" spark coils, such as those known
in the art, provided with a 55 KV output sufficient to generate
a arc of 140 KV and long enough duration to induce transition
of the ionized gas mixture within the transition chamber (25).
[0024] If desired, the cylinder head (18) may be provided
with a clear glass port (56) to allow visual access to the
expansion chamber (24). An initiator system, such as four
high voltage coils (58), (60), (62) and (64) and an arc return
element (66) are secured to the cylinder head (18). (FIGS.
1-4.) Four high voltage electrodes (68), (70), (72) and (74)
depending from the four high voltage coils (58), (60), (62)
and (64), extend through the cylinder head (18) and into the
expansion chamber (24). The arc return element (66), which
is a 0.6 centimeter diameter copper screw, also extends
through the cylinder head (18) into the expansion chamber
(24). An alternate to this is to use an aluminum post with a
small pod at the end within which would be strontium or a
similar accelerant.
[0025] As shown in FIG. 1, provided on the cylinder head
(18) is a refueling port (76), provided with a valve (78) to
allow iniusion of a gas into the expansion chamber (24)
without having to disassemble the motor (10). Also provided
on the cylinder head (18) is a system sensor (80). The sensor
(80) is an insulated length of 18 gauge copper wire that
protrudes 2 mm into the transition chamber This sensor (80)
connects to the Electronic Control System (84) and detects
the status of Plasmic Transition Process sequence.
[0026] A sensor (82) such as those known in the art, is
coupled to the crankshaft (36) to indicate the position of the
piston (22) relative to the TDC position. Alternatively, a magnet
may be mounted to the flywheel (40) and a Hall Effect
switch mounted in a stationary position in the crankcase (38),
and actuated by the magnet as the magnet comes into proximity
with the Hall Effect switch.
[0027] The electronic control system (ECS) of the present
invention is shown generally as (84) in FIG. 5. The ECS (84)
includes an embedded control system (86), provided with a
central processing unit, such as a microprocessor (88),
onboard RAfVi (90) and flash memory (92). In this embodiment
the 8-bit microprocessor (88) can control 24 lines providing
selective switching of up to 8 Coils and 8 voltage lines.
As shown in the schematic of FIG. 6, to accommodate more
lines, additional processors (100) may be used. Alternatively,
larger 16-bit, 32-bit or 64-bit processors may be used.
[0028] Coupled to the embedded control system (86) are
two DC to DC converters (94) and (96) which are in turn
coupled to a battery (98). (FIG. 5). The battery (98) is preferably
between 9-38 VDC. The first converter (94) converts
voltage from the battery (98) to 12, 24, 36 or 48 VDC. The
second converter (96) is digital programmed variable, configured
to convert voltage from the battery (98) to 6 to 48 VDC
as desired to control the speed voltage used by the engine
electromagnetic coils for operation of the variable speed of
the motor (10) and to accommodate various fuel mixtures
wherein. The embedded control system (86) uses selector/
buffers (102) and (104) coupled to the converters (94) and
(96) to vary the voltage output to the switch controller (106).
The switch controller (106) is an 8-bit microprocessor which
controls the switching of the various components of the motor
(10). The switch controller (106) is buffered from the high
energy switching of Coils, IGBT, and expansion chamber
electromagnetic coils and DIVrOSFET, by driver buffer circuits
to insure safety.
[0029] The ECS (84) is coupled to the crankshaft sensor
(82) and the sensor (80) provided within the transition chamber
(25) to allow the ECS (84) to determine the status of
plasma transition. (FIGS. 1-5). The ECS (84) may also be
coupled to other instruments, such as the valve (78) coupled
to the refueling port (76), to allow the ECS (84) to trigger
automatic refijeling of the motor (10). The ECS (84) is
coupled to a starter (108) which in turn is coupled to an
electric motor (110) coupled to the flywheel (40). The radio
frequency generator (52) is coupled to the ECS (84), allowing
the ECS (84) to be programmed to generate various radio
frequencies for use as speed changes and to accommodate
various designs of the motor (10), fijel mixtures.
[0030] The second selector/buffer (104) and ECS (84) are
coupled to a high voltage controller (112), which in turn is
coupled to the four high voltage coils (58), (60), (62) and (64).
The switch controller (106) and the selector/buffers (102) and
(104) are coupled to a male connector (114) to allow the ECS
(84) to be connected to the coils (46), (48) and (50) and any
other components of the motor (10) desired to be controlled
by the ECS (84). These switches are high power IGBT
devices to control the coil dwell or high power DIVLOSFET
switches for the electromagnetic coils.
[0031] As seen from FIG. 5, the ECS (84) controls the
conversion of input voltage from the battery (98) to the voltage
for recharging the four high voltage coils (58), (60), (62)
and (64), as well as the variable voltage output to the coils
(46), (48) and (50), to control the speed of the motor (10). The
ECS (84) also controls the power and frequency of the RF
signal generated by the radio frequency generator (52) to
accommodate motor design, desired speed and fuel mixture
requirements.
[0032] FIGS. 6-8 show schematics of the ECS (84) for
motor (10) of the present invention provided with the supplemental
cylinder assembly (118), ofa construction similar to
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that described above and controlled by the ECS (84). The
supplemental cylinder assembly (118) is positioned parallel
to the cylinder (14), having a piston (119) offset one stroke
from the piston (22) and coupled to the crankshaft (22) to
drive the crankshaft (22) and flywheel (40) when the piston
(22) is onits recovery stroke. (FIG. 1). As shown in FIG. 6, the
ECS (84) has a Controller Area Network (CAN) bus interface
(120), allowing various components of the motor control
systems (10) to communicate directly with one another, or
with components ofa vehicle (not shown) associated with the
motor (10). The ECS (84) is also provided with a debug/
program interface (122) to allow software bug fixes and programming
of the ECS (84). This programming port allows the
test engineer to fine tune the controller fimctions to fit the
specific engine, initiator, gas mixture or other variation that
will be needed as new instances are created and once complete
to store that program for future use. This provides a very
large economy of use on the manufacturer.
[0033] As shown in FIG. 7, the ECS (84) accomplishes
power switching of the controls the four high voltage coils
(58), (60), (62) and (64) using insulated gate bipolar transistor
(IGBT) devices (124), (126), (128) and (130) comprising 500
to 800 Volts at 10 to 40 Amp 50 KWto 320 KW switches. The
ECS (84) accomplishes the power switching of the coils (46),
(48) and (50), using metal-oxide-semiconductor field-effect
transistor (fVIOSFET) devices (132), (134), (136) and (138).
FIG. 8 shows the ECS (84) schematic of the starter control
(140) and refueling control (142). FIG. 8 also shows the ECS
(84) schematic for the radio frequency power generator (144)
and (146) for the radio frequency generator (52) described
above and the radio frequency generator (147) associated
with the supplemental cylinder assembly (118). (FIGS. 1-8).
[0034] When it is desired to operate the motor (10), the
expansion chamber (24) is evacuated and the ECS (84) is
programmed using the debug/program interface (122) to
operate as follows: The ECS (84) actuates the valve (78) to
dose the expansion chamber (24) with fuel until the pressure
within the expansion chamber (24) is approximately one
atmosphere. The fuel may be any desired combination of the
noble gases: helium (He), neon (Ne), argon (Ar), krypton
(Kr), xenon (Xe), and radon (Rn). One fuel mixture known in
the art is a combination by volume of 35.6% helium, 26.2%
neon, 16.9% argon, 12.7% krypton and 8.5% xenon. While
radon may be used, it is inherently unstable and may cause an
undesirably large release of energy. Similarly, hydrogen may
be used in the mixture if it is desired to speed up the reaction
or generate additional power as may be the case with larger
displacement engines.
[0035] After dosing the expansion chamber (24) with fijel,
the ECS (84) actuates the electric motor (110) coupled to the
flywheel (40) to turn the crankshaft (36) and drive the connecting
rod (34) and piston (22) until the motor (10) begins to
operate under its own power. While the electric motor (110) is
engaged, the ECS (84) monitors the crankshaft sensor (82) to
determine when the piston (22) is at TDC and start the excitation
cycle while applying a recharge cycle to the supplemental
cylinder assembly (118) as it returns from bottom
dead center (BDC) toward TDC.
[0036] The ECS (84) begins the excitation cycle by supplying
the variable or "speed" voltage to the supplemental, cylinder
and transition coils (46), (48) and (50) creating an
electro magnetic field, so that the north pole of the electro
magnet over the cylinder (14) is on the same end as the high
voltage electrodes (68), (70), (72) and (74). The change in
voltage to these coils (46), (48) and (50) "squeezes" the fijel
within the cylinder (14), compressing the fuel mixture within
the cylinder (14) to the center and presetting the ionic form of
the lighter gases. By varying the voltage supplied to the coils
(46), (48) and (50) the ECS (84) controls the speed at which
the motor (10) operates. Increasing the voltage packs the iuel
more tightly, increasing the eventual rate of transition of the
plasma iuel and with it the linear movement of the piston (22)
toward BDC, which the connecting rod (34) translates into
increase speed of rotation of the crankshaft (36).
[0037] As the piston reaches ~5 degrees from TDC, the
ECS (84) actuates the four high voltage coils (58), (60), (62)
and (64), initiating a simple high voltage, 100 KV, arc within
the expansion chamber (24). At the same time, the ECS (84)
initiates the addition of 2.05 to 47.12 MHz radio frequency
(RF) energy into the expansion chamber (24) by providing the
radio frequency generator (52) with 12 volts at 8.2 amps
(~ 100 W) to introduce RF energy into the expansion chamber
(24) via the high frequency antenna (54).
[0038] As the piston reaches -45 degrees past TDC, the
ECS (84) increases or decreases the voltage applied to the coil
(48) as desired to either speed up or slow down the reaction
within the cylinder. The specific expansion coefficient is a
variant of the gas mixture. Expansion for the fuel mixture
listed above is about five times its original volume.
[0039] The heavier elements in the iuel will not be a part of
this reaction as the excitation is removed before it has time for
them to be effected. The heavier elements act as a buffer
between the plasma, the piston and cylinder wall, allowing a
targeted push on the piston by the Plasmic transition. The
heavier elements are in the mix as a buffer to isolate the
plasma from anything that could disrupt the transformation.
For example, if the plasma was to touch the interior of the
cylinder (14), it would lose the ongoing ability to expand and
would immediately retract, so the buffering is important.
[0040] The ECS (84) also supplies a recharge voltage to the
supplemental cylinder coil assembly (118) to help regenerate
the fuel into gas to get it recombined and ready. As the iuel
converts back to gas, it shrinks to form a partial vacuum
within the chamber as it returns to one atmosphere and the
squeeze provides quicker return to a stable state.
[0041] As soon as the sensor (80) indicates to the ECS (84)
that ignition has occurred, the ECS (84) disables voltage to
the four high voltage coils (58), (60), (62) and (64) as the
transformation to a plasma has started. As soon as the sensor
(80) notes that the power has decreased by 50%, the ECS (84)
disables voltage to the radio frequency generator (52). The
power and wavelength of the RF energy within the transition
chamber (25) also dictates the speed of operation of the motor
(100). The higher the frequency, the faster the ionization
process takes place and the faster the motor (10) operates. The
piston should be just over halfway down toward BDC Bottom
Dead Center) at this time.
[0042] The Transition cycle is allowed to start its collapse,
which actually takes place and completes just before BDC. At
or about BDC, the ECS (84) removes the speed voltage from
the coil (50) and places a recharge voltage on the coils (46),
(48) and (50), if needed, for collapse. As the piston (22)
begins to move back upward toward TDC, the ECS (84)
recognizes the upward speed of the piston (22) which allows
the ECS (84) to adjust voltages and duration to either speed up
or slow down the motor (10).
[0043] The ECS (84) keys off of signals produced by the
sensor (80), comprising at least one for TDC, and may include
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multiple pulses to iurther locate the piston (22) position
within the 360 degree rotational cycle ofa single power cycle.
This input is then translated into internal processor signals to
energize the three coils (46), (48) and (50), radio frequency
generator (52) and four high voltage electrodes (68), (70),
(72) and (74) to function at their proper time in relation to the
placement of the piston (22) within cylinder (14) and the 360
degree arc of the crankshaft (36) as set by a predetermined set
of parameters. If, at any point the ECS (84) detects a decrease
in energy output of the motor, the ECS (84) triggers the valve
(78) to provide additional iuel into the expansion chamber
(24) through the reiueling port (76).
[0044] Although the invention has been described with
respect to a preferred embodiment thereof, it is to be understood
that it is not to be so limited since changes and modifications
can be made therein which are within the lull,
intended scope of this invention as defined by the appended
claims. As an example, the motor may be provided with four,
five or more coils which the ECS (84) can switch in sequence.
In another example, the ECS (84) may be coupled to device,
such as generator, water or air pump etc., to automatically
adjust the output of the motor (10) according to the changing
demands of the device. In yet another example, the RF power
may be increased to 900 IVTHz to 1.7 GHz, or higher. As the RF
frequency goes up, the power required to excite the fuel goes
down. The ECS has the ability to sense and react to the engine
and it can be programmed to control engines of any design, so
any static timing given is for instructional purposes as a
starting point for fine tuning.
What is claimed is:
1. An internal expansion engine comprising:
(a) an transition chamber;
(b) a piston forming a wall of said transition chamber;
(c) a charge of a noble gas provided within said transition
chamber;
(d) wherein said noble gas constitutes at least ten percent of
all gases provided within said transition chamber;
(e) a magnetic field generator provided around said transition
chamber;
(i) a radio frequency power source coupled to said transition
chamber; and
(g) an initiator system located within said transition chamber
to initiate the transition process.
2. The internal expansion engine of claim 1, fiirther comprising
a connecting rod coupled to said piston.
3. The internal expansion engine of claim 2, iurther comprising
a crankshaft coupled to said connecting rod.
4. The internal expansion engine of claim 3, iurther comprising
a flywheel coupled to said crank shaft.
5. The internal expansion engine of claim 4, wherein said
radio frequency power sotirce comprises an antenna extending
into said transition chamber
6. The internal expansion engine of claim 1, wherein said
radio frequency power source comprises an antenna extending
into said transition chamber
7. The internal expansion engine of claim 1, wherein said
noble gas charge comprises at least twenty percent of all gases
provided within said transition chamber
8. The internal expansion engine of claim 1, wherein said
initiator system is a spark coil.
9. The internal expansion engine of claim 1, wherein said
noble gas charge comprises at least fifty percent of all gases
provided within said transition chamber.
10. The internal expansion engine of claim 1, wherein said
transition chamber is toroidal.
11. The internal expansion engine of claim 10, further
comprising:
(a) a connecting rod coupled to said piston;
(b) a crank shaft coupled to said crank arm;
(c) a flywheel coupled to said crank shaft; and
(d) a magnet coupled to said flywheel; and
(e) a Hall effect switch secured within the magnetic field
generated by said magnet.
12. The internal expansion engine of claim 11, further
comprising a field effect transistor coupled to said hall effect
switch.
13. The internal expansion engine of claim 1, iurther comprising
a field effect transistor switch coupled to said magnetic
field generator
14. The internal expansion engine of claim 1, fiirther comprising
a battery coupled to said magnetic field generator
15. An electronic control system comprising:
(a) a cylinder coil;
(b) a first switch coupled to said cylinder coil;
(c) an initiator system;
(d) a second switch coupled to said initiator system;
(e) a radio frequency generator;
(i) a third switch coupled to said radio frequency generator;
and
(g) a central processing unit coupled to said first switch,
said second switch and said third switch.
16. The internal expansion engine of claim 15, wherein
said initiator system is a spark coil.
17. A method for moving a piston comprising:
(a) an expansion chamber;
(b) a piston forming a wall of said expansion chamber;
(c) providing a change of noble gas within said expansion
chamber;
(d) generating a magnetic field around said piston;
(e) generating a plasma within said expansion chamber;
and
(i) generating a spark within said expansion chamber.
18. The method of moving a piston of claim 17, further
comprising varying the strength of said magnetic field in
response to movement of said piston.
19. The method of moving a piston of claim 17, further
comprising increasing said magnetic field as said piston
decreases the size of said expansion chamber and decreasing
said magnetic field as said piston increases the size of said
expansion chamber
20. The method of moving a piston of claim 19, further
comprising ionizing said charge of noble gas within said
expansion chamber
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