EP2627535A1 - Procédé et dispositif pour régler un couple de mise en prise d'un système de direction assistée - Google Patents

Procédé et dispositif pour régler un couple de mise en prise d'un système de direction assistée

Info

Publication number
EP2627535A1
EP2627535A1 EP11758233.8A EP11758233A EP2627535A1 EP 2627535 A1 EP2627535 A1 EP 2627535A1 EP 11758233 A EP11758233 A EP 11758233A EP 2627535 A1 EP2627535 A1 EP 2627535A1
Authority
EP
European Patent Office
Prior art keywords
lane
vehicle
engagement torque
steering
merge
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11758233.8A
Other languages
German (de)
English (en)
Inventor
Henning Voelz
Tobias Rentschler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2627535A1 publication Critical patent/EP2627535A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B62D15/0255—Automatic changing of lane, e.g. for passing another vehicle
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G06V20/588—Recognition of the road, e.g. of lane markings; Recognition of the vehicle driving pattern in relation to the road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo or light sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—Steering systems
    • B60W2710/202—Steering torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres

Definitions

  • the present invention relates to a method and a device for adjusting an engagement torque of a steering assistance system, in particular in a required lane change of a vehicle.
  • Lane Departure Warning in which the driver of a motor vehicle is warned acoustically or haptically before leaving the lane, are commercially available.
  • Lane Keeping Support Systems In addition to these LDW systems, Lane Keeping Support Systems (LKS) are also in series, actively supporting the driver by providing directional guiding moments while keeping the vehicle in the lane. The latest generation of line detection works with a look-ahead range of up to 80 m. Detected are yellow and white lines.
  • DE 101 37 292 A1 discloses a driver assistance system of a vehicle, in which a steering of the vehicle is influenced in order to keep the vehicle within a roadway course.
  • a roadway merge is usually characterized early and announced by at least one road marking.
  • Such lane marking may be recognized and used to control a steering assist system by which the driver of a vehicle is actively assisted by directional guiding moments or moments of engagement in keeping the vehicle in lane.
  • the engagement torques may be changed to alert the driver to lane merging, to guide the vehicle to the oncoming lane, or to transmit the driving task to the driver. This allows a predictive ramp down, ie a transfer strategy of the driving task to the driver, to increase the safety in a steering assistance system.
  • the present invention provides a method for adjusting an engagement torque of a steering assist system to a steering of a vehicle in a required lane change, the method comprising the steps of: adjusting a magnitude of the engagement torque in response to a detected lane change
  • a steering assistance system can be understood as meaning a device for assisting the driver of the vehicle, which helps the driver to
  • the steering assistance system via the engagement torque can affect the steering of the vehicle passively or actively.
  • the steering assistance system can counteract a steering input of the driver via the engagement torque if this would cause a deviation of the vehicle from a desired trajectory. That's how it works
  • Engagement torque can be provided by the steering assist system to the Steering input of the driver counteract.
  • the steering assistance system can also generate via the engagement torque a steering pulse via the steering to the steerable wheels of the vehicle to keep the vehicle on a target trajectory or due to the target trajectory.
  • a steering torque acting on the steering can thus result from an addition of the engagement torque and a steering torque applied by the driver.
  • a lane change can be understood as leaving a current lane on a currently traveled road in the direction of an adjacent lane on the same road and on the adjacent lane.
  • a lane junction may cause the currently traveled lane in front of the vehicle is no longer passable or ends. For example, an obstacle, such as a construction site, may block or constrict a lane.
  • a lane consolidation means that one lane ends and is merged with an adjacent lane. If the vehicle is on the lane which is not continuing, a lane change is required.
  • the beginning of lane merging may be characterized by the beginning of a taper of a width of the lane. After the start of lane merging, the width of the lane may further decrease and a centerline to a further adjacent lane may terminate.
  • the start of lane merging may be detected by an evaluation of a lane-line-borderline trail.
  • the mark which points to the lane merge in advance, may be a lane marking, for example a directional arrow, a sign or any other hint source. Marking announces a lane change required due to the upcoming lane merge.
  • the marker is positioned with respect to the direction of travel prior to the start of the lane consolidation and spaced at least several meters from the beginning of the lane line merge.
  • the marker is not part of a line implementing the lane merge.
  • the lane marking can be arranged more than 50 m before the start of lane merging and thus also before an actual end of the lane.
  • the magnitude of the engagement torque may define a force that counteracts steering intervention by the driver.
  • the engagement torque can be reduced.
  • the size can be reduced by adjusting continuously or gradually.
  • the adaptation can take place over a longer period, determined by an actual or assumed distance between the vehicle and the lane junction.
  • the engagement torque can be lowered depending on the direction. For example, the engagement torque in the direction of the lane change can be reduced. On the opposite side, the engagement torque can be maintained or even increased. Thereby, a direction of the lane change can be set. Alternatively, the engagement torque to the opposite side can also be reduced.
  • the method may include a step of evaluating a recording of an environment detection device of the vehicle to detect the marking.
  • the surroundings detection device may be a camera, for example a monocular video camera.
  • the marking can be recognized in the recording.
  • the mark may have standardized dimensions or a standardized shape, whereby the recognition is facilitated.
  • the recording itself can be supplied to a device implementing the method via a suitable interface.
  • the marker may be a directional arrow. Accordingly, a classification of the directional arrow can be performed in the step of evaluating. If a plurality of successive markers are used to announce the lane merge, then the adapting step may be adjusted only in response to a predetermined number of recognized markers, for example after recognizing the second mark in sequence.
  • a characteristic angle can be formed by the tip of the arrow.
  • the shaft of the arrow can also have a characteristic angle. In particular, the angle at the top may indicate in a direction to be traveled, such as in the direction of the adjacent lane, and thus announce an end of the preceding lane.
  • the gray value transition can be caused by a light-dark transition, between a road marking, such as a white or yellow arrow, and the road surface.
  • a recognized lane marking can be compared with stored typical lane markings.
  • the stored lane markings can each have a Be assigned function. Thus, it can be determined by the classification that a recognized mark indicates a lane change.
  • the engagement torque may be for guiding the vehicle on a target trajectory on a current lane of the vehicle.
  • a profile of the target trajectory can be approximated to an adjacent traffic lane which is merged with the current traffic lane during the lane merge.
  • a desired trajectory can be understood as a preceding path for the vehicle determined by the steering assistance system.
  • the desired trajectory can be arranged centrally between a right and a left edge of the lane.
  • the magnitude of the engagement torque may be adjusted depending on a look ahead range of a lane junction start detection means.
  • the device for detecting may be an environment detection device, for example a camera. It can be the same device used to detect the mark.
  • the look-ahead range can be limited by parameters of the device for detecting, by weather influences a course of the lane. An actual value regarding the look-ahead range can be provided to the method.
  • the size of the engagement torque can already be reduced to a greater extent, even though the start of the lane merging itself is not yet recognized. Otherwise, with a large foresight and an unrecognized one
  • the size of the engagement torque can be reduced within a predetermined period of time by a predetermined value when the look-ahead width is smaller than a predetermined minimum width. That way too then a comfortable handover strategy can be ensured if the actual start of the lane merge, for example due to reduced visibility, is detected at relatively short notice.
  • the magnitude of the engagement torque may be continuously adjusted according to a distance from the beginning of the lane merging.
  • the engagement torque may be continuously reduced with decreasing distance to the beginning of the lane merging or to another characteristic portion of the lane junction merge.
  • the magnitude of the engagement torque may be proportional to a distance to the
  • Beginning of the lane merge can be reduced. This allows a continuous transfer of the driving task of the lane change to the driver.
  • a maximum distance can be predetermined by the look-ahead range.
  • the beginning of lane merging may be detected based on a narrowing of the current lane of the vehicle. For this purpose, a comparison can be made between a lane width at the level of the vehicle and at the end of the look-ahead range. Also, the start of lane merging may be detected based on an end of a dividing line between the current lane and the continuing lane.
  • the method may include a step of providing information about the required lane change in response to the detected mark.
  • the information can be output visually, acoustically or haptically.
  • the driver can be made to perform the lane change independently. If an active steering intervention of the driver is recognized for performing the lane change, the engagement torque can be reduced within a short time.
  • the present invention further provides an apparatus for adjusting an engagement torque of a steering assist system on a steering of a vehicle in a required lane change, with the following feature: means for adjusting a magnitude of the engagement torque in response to a detected mark announcing the same in advance of a start of a lane merging.
  • the device may be part of a steering assistance system.
  • the present invention further provides a steering assist system with a device according to the invention for adjusting the engagement torque of the steering assistance system.
  • a device can be understood as meaning an electrical device which processes sensor signals and outputs control signals in dependence thereon.
  • the control unit may have an interface, which may be formed in hardware and / or software.
  • the interfaces can be part of a so-called system ASIC, for example, which contains a wide variety of functions of the device.
  • the interfaces are their own integrated circuits or at least partially consist of discrete components.
  • the interfaces may be software modules that are present, for example, on a microcontroller in addition to other software modules.
  • a computer program product with program code which can be stored on a machine-readable carrier such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out the method according to one of the embodiments described above if the program is on a computer corresponding to a computer is also of advantage Device is running.
  • FIG. 1 is a schematic illustration of a vehicle having a steering assist system according to an exemplary embodiment of the present invention
  • FIG. 2 is a flowchart of a method for adjusting an engagement torque of a steering assist system according to an embodiment of the present invention
  • FIG. 3 shows a model structure of a system according to the invention
  • FIG. 4 is an illustration of a situation of a lane merge according to an embodiment of the present invention.
  • Figures 6a - 6c illustrations of directional arrows.
  • a steering assist system 104 is configured to apply an engagement torque to the steering 102.
  • a magnitude of the engagement torque is adjusted by an engagement torque adjusting device 104 when a flag indicating a forward lane merge is detected.
  • the device 104 can provide an appropriate control signal or an adjustment value for the engagement torque to the steering assistance system 104 via an interface.
  • the marking can be detected and recognized by an environment detection device 108. Corresponding information about the detected mark can be provided to the device 104 via an interface.
  • a marker is identified, which is arranged, for example, on the lane to announce a subsequent end of the lane due to a lane merge.
  • the steering assistance system After a corresponding marking can be searched continuously, if the steering assistance system is activated. After the marking has been recognized, the size of the engagement torque is adjusted in a step 204.
  • the adaptation of the magnitude of the engagement torque can be carried out in accordance with adaptation regulations, as described with reference to the following exemplary embodiments. Thus, depending on the look-ahead range of the assistance system, the engagement torque can be gradually reduced in different ways.
  • the system comprises a line detection 202, an environment model 310, a trajectory planning 312, a steering assistance system control 104 and an intervention control 106.
  • the line detection 202 can be used to detect lines ahead of the vehicle and markings on the traffic lane.
  • the environment model 310 the environment of the vehicle can be modeled based on the lines recognized by the line detection 202.
  • a target trajectory can be determined by means of the trajectory planning 312, which specifies a further travel path of the vehicle.
  • the steering assistance system control 104 may specify engagement torques that influence the steering of the vehicle such that the vehicle follows the target trajectory.
  • the information obtained by the environment model 310 may be employed by the engagement controller 106 to determine defaults for the steering assist system control 104.
  • an intervention torque of the steering assist system control 104 may be changed by the engagement controller 106 when the environment model 310 indicates a lane merge.
  • the driver assistance system has a detection area with a detection range or range of coverage 420.
  • the coverage area covers a portion of the traffic lane ahead of the vehicle 100.
  • the anticipation range 420 may be less than a distance between two lane marking arrows 422, 423.
  • the lane marking arrows 422 are arranged on a current lane, which is delimited by a right lane marking 424 and a left lane marking 426.
  • the vehicle 100 drives on the current lane. Due to a lane merge the current lane ends.
  • a start of lane merging is characterized by a tapering of the current lane, which is initiated by swiveling in the left lane marking 426 in the direction of the right lane marking 424. Approximately at the beginning of the taper, the left lane marker 424 terminates. Due to lane merging, lane change of the vehicle 100 from the current lane to the adjacent right lane is required. The lane marker arrows 422 indicate the adjacent right lane. The vehicle 100 is guided by the driver assistance system on an original target trajectory 430. The original target trajectory 430 runs approximately along the middle of the current lane. Due to the lane merging, the original desired trajectory 430 and the associated engagement torque can not be maintained.
  • An adaptation is required to be performed according to this embodiment when the vehicle 100 reaches the line 432 indicating an adaptation start.
  • the adaptation start is triggered by a recognition of the lane marking arrow 422.
  • the lane marker arrow 422 may already be the second directional arrow indicating the lane junction merge.
  • an adapted target trajectory is determined which runs in the direction of the right-hand lane marking 424 offset from the original target trajectory 310 within the current lane.
  • the directional arrows marked on the lane are recognized and their direction is classified.
  • This information is used in the environmental model of an LCS system for the predictive introduction of a specific lane-end transfer strategy.
  • the detection and the classification of the lane direction arrows can be performed according to an embodiment only with a monocular video camera.
  • the embodiment of the specific ramp down function according to the invention leads to a high driver acceptance. This function is embedded in the overall system. In this way it can be avoided that the
  • An LKS system provides increased safety in driving on highways and highways.
  • the LKS system as shown for example in FIG. 3, has a high degree of automation.
  • a video camera on whose images the LKS system touches down, works with a typical look-ahead of up to 80m.
  • several directional arrows are spaced at intervals larger than the camera preview.
  • a ramp down in the form according to the invention can be initiated long before the end of the merge.
  • the detection and classification of the directional arrows can be carried out in the module "line detection.” The detection and classification of the directional arrows will be described with reference to FIGS.
  • the target position of the system is adjusted.
  • the adjustment is made by changing the lateral target deviation by a defined value Y A da P t, which may be in the range of 10-40 cm. Since a lane change from a driver to the secondary lane is necessary in a road junction, the Sollablage is adapted in exactly this direction to sensitize the driver. As a result, the vehicle moves in the direction of the lane to be changed and thus the driver is made aware of the lane change to be executed, as shown in FIG. 4.
  • Y (s) son Ym «e + YA dapt + x * ⁇ ? D is defined as "+ 0-5x 2 * K So // + 0.125 * x 3 * K.
  • a predictive ramp down is performed by the LCS system.
  • the predictive ramp down is performed in several stages.
  • an optical indication e.g. in the form of a flashing directional arrow, for example in a combination instrument or a head-up display, or in the form of other symbols, e.g. a flashing line, shown to the driver. This prompts the driver to take over the driving task.
  • a level 2 is initiated when the lane end of the lane is detected. This is achieved based on a comparison of the left and right marks.
  • the lane width is calculated. Likewise, the width is calculated directly in front of the vehicle. If there is a reduction in width at the forward look-up point, the look-ahead range is stored as the maximum look-ahead and used as the normalization value l Nor m. The engagement torque is now shut down depending on the changing look-ahead, the line just marked, indicated in FIG. 4 by the reference numeral 424.
  • L v is the anticipated width of the line 424 in FIG. 4, M E ingnff the engagement torque without road junction and M Ram pDown applied to the steering wheel engagement torque.
  • level 2 is only used if there is a look-ahead range of eg> 60m when level 1 occurs.
  • a phase A of the ramp Down immediately initiated. In this case, the engagement torque is immediately reduced to half the current value. This happens in a given time of eg 2s. Until the end of the marking (level 2) is detected, the halved engagement torque is applied by the system. If, as described in step 2, the end of the marker is recognized, then in a phase B the further ramp becomes
  • step 2 Down as described in step 2, performed in a forward-looking manner.
  • the engagement torque is lowered to zero in a defined time.
  • the assumption of the vehicle guidance by the driver can be recognized on the basis of predetermined criteria.
  • the approach according to the invention can represent a decisive building block for safe LKS operation on motorways. This is why it can be used for line detection and lane keeping support.
  • FIG. 5 shows a representation of recognized gray value transitions of a directional arrow with a stem 540 and an arrow head having a characteristic angle 542.
  • the directional arrow represents a straight line arrow. The lines defined by the gray value transitions can be recognized and evaluated.
  • Figures 6a-6c illustrate images 650 of directional arrows that may, for example, have been taken by a video camera and may be evaluated to detect a lane marker indicative of a lane junction merge. Transitions between light and dark in the images 650 forms lines, as shown in Fig. 5.
  • the arrow shown in FIG. 6a points to a straight-ahead right-turn track
  • the arrow shown in FIG. 6b points to a straight-ahead left-hand lane
  • the arrow shown in FIG. 6c points to a straight-line lane.
  • directional arrows The detection and classification of directional arrows is performed in the image due to the characteristic shape, color and location. Only directional arrows that are in front of the vehicle are relevant for the system. These are typically bright (line color) on dark background (asphalt of the road). Based on the arrangement of the detected gray value transitions (gradients), which can be calculated, for example, by a Sobel filter, an arrow can be recognized and classified.
  • gradients which can be calculated, for example, by a Sobel filter
  • FIGS. 6a to 6c show different arrows.
  • the arrows have gradients to the road surface.
  • the arrows are searched in the middle of the lower half of the picture.
  • one criterion is the angle of the detected gradients at the top of the arrow and the decreasing "root" of the arrow from the width.
  • the classification of the arrow for example left, right or straight, can be determined on the basis of the orientation of the angle.
  • the shape of the arrow is standardized in typical countries, so that in Germany, all arrows look the same, in other countries there may be other forms, these can then be detected due to another Wnkel strain criterion.
  • country information can be obtained from additional data sources, e.g. be used in a navigation system.
  • the classification of the arrow on the basis of the above-mentioned features has over other known from image processing methods, such as. a template matching, the advantage that also includes arrows with non-ideal marking or slight deviations from the standard, e.g. if arrows are only slightly different in Austria than those in Germany, they can be recognized and classified.
  • a determination of the 3-dimensional position of the arrow is not necessary for the inventive method, since only the time of occurrence is relevant.
  • the lane detected in the system can still be used.
  • Relevant arrows are always between the left and right EgoSpur markings.
  • the classified directional arrows are passed to the environment model shown in FIG. From there, they are passed on to the intervention control, which generates a ramp-down behavior and to the trajectory planning, which generates a setpoint trajectory.
  • the embodiments described and shown in the figures are chosen only by way of example. Different embodiments may be combined together or in relation to individual features. Also, an embodiment can be supplemented by features of another embodiment. Furthermore, method steps according to the invention can be repeated as well as carried out in a sequence other than that described.

Abstract

L'invention concerne un procédé pour régler un couple de mise en prise d'un système de direction assistée sur une direction d'un véhicule (100) lors d'un changement de voie nécessaire, le procédé comprenant une étape d'adaptation d'une grandeur du couple de mise en prise réagissant à un marquage reconnu qui annonce un regroupement de voies de circulation avant un début de celui-ci.
EP11758233.8A 2010-10-14 2011-10-06 Procédé et dispositif pour régler un couple de mise en prise d'un système de direction assistée Withdrawn EP2627535A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010042440.4A DE102010042440B4 (de) 2010-10-14 2010-10-14 Verfahren und Vorrichtung zum Einstellen eines Eingriffsmoments eines Lenkassistenzsystems
PCT/EP2011/066488 WO2012059274A1 (fr) 2010-10-14 2011-10-06 Procédé et dispositif pour régler un couple de mise en prise d'un système de direction assistée

Publications (1)

Publication Number Publication Date
EP2627535A1 true EP2627535A1 (fr) 2013-08-21

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP11758233.8A Withdrawn EP2627535A1 (fr) 2010-10-14 2011-10-06 Procédé et dispositif pour régler un couple de mise en prise d'un système de direction assistée

Country Status (5)

Country Link
US (1) US9014917B2 (fr)
EP (1) EP2627535A1 (fr)
CN (1) CN103153703B (fr)
DE (1) DE102010042440B4 (fr)
WO (1) WO2012059274A1 (fr)

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WO2012059274A1 (fr) 2012-05-10
DE102010042440B4 (de) 2021-09-02
CN103153703A (zh) 2013-06-12
US9014917B2 (en) 2015-04-21
CN103153703B (zh) 2017-05-17
US20140032047A1 (en) 2014-01-30
DE102010042440A1 (de) 2012-04-19

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