JP7137332B2 - Vehicle travel control device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a travel control device for a vehicle that controls a vehicle to pass through a curve section at an appropriate curve travel speed.

2. Description of the Related Art In recent years, in vehicles such as automobiles, as a technology for driving assistance including automatic driving, technology has been developed for controlling the own vehicle to follow a target travel route. In following the target travel route, when a curve that exists ahead is detected, the curve travel speed is controlled to an appropriate curve so as not to make the driver feel uncomfortable.

For example, Patent Document 1 discloses a deceleration control device that performs deceleration control based on turning of a vehicle. Techniques for preventing storage are disclosed.

JP-A-2005-263215

However, in the conventional technology disclosed in Patent Document 1, when attempting to start accelerating near the exit of a curve in order to restore the vehicle speed before entering the curve, the vehicle behavior is disturbed by side winds, the cross slope of the road, and the like. , there is a possibility that acceleration will be started even in a state in which the ability to follow the target travel route is degraded. As a result, the acceleration starts in a state in which the vehicle behavior is not stable, which gives the driver a sense of discomfort.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and is capable of starting acceleration in a state where the vehicle behavior is stable near the exit of the curve after deceleration on the curve, and recovering the vehicle speed without causing discomfort to the driver. The object is to provide a control device.

A vehicle running control device according to one aspect of the present invention is a vehicle running control device that controls the vehicle to pass through a curve section while decelerating to an appropriate curve running speed that matches road conditions including curve curvature. A driving condition detection unit that detects the driving condition of the own vehicle near the exit of the section, and an acceleration start timing that adjusts the acceleration start timing of starting acceleration from the curve traveling speed near the exit of the curve section based on the driving condition. and an adjustment unit , wherein the running state detection unit detects, as the running state, the lateral position and yaw angle of the vehicle with respect to a target running route that the vehicle follows.

According to the present invention, after deceleration on a curve, acceleration can be started in a state where the vehicle behavior is stable near the exit of the curve, and the vehicle speed can be restored without giving the driver a sense of discomfort.

Configuration diagram of the travel control system Explanatory drawing showing the lateral position threshold for the target travel route Explanatory drawing showing the threshold value of the yaw angle with respect to the target travel route Explanatory diagram showing the relationship between the yaw angle threshold and the lateral position Flowchart showing vehicle speed control start determination processing for a curve Flowchart showing vehicle speed control end determination processing for a curve

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings. In FIG. 1, reference numeral 1 denotes a cruise control system for a vehicle such as an automobile, which executes cruise control including autonomous automatic driving of the vehicle. The travel control system 1 includes a travel control device 100 as a center, an external environment recognition device 10, a positioning device 20, a map information processing device 30, an engine control device 40, a transmission control device 50, a brake control device 60, and a steering control device. 70 and an alarm control device 80 , and each device is network-connected via a communication bus 150 .

The external environment recognition device 10 includes various devices for recognizing the environment, such as a camera unit 11 mounted on the vehicle, a radar device 12 such as a millimeter wave radar and a laser radar, and an outside temperature as one of the weather conditions of the external environment in which the vehicle travels. Various sensors such as an outside air temperature sensor 13 for detecting are provided. The external environment recognition device 10 detects detection information of objects around the own vehicle detected by the camera unit 11, the radar device 12, etc., environmental information such as the outside temperature detected by the outside temperature sensor 13, road-to-vehicle communication, and vehicle-to-vehicle communication. The external environment around the own vehicle is recognized based on the traffic information acquired by infrastructure communication such as the above, the position information of the own vehicle measured by the positioning device 20, the map information from the map information processing device 30, and the like.

For example, when the camera unit 11 is equipped with a stereo camera composed of two cameras that capture images of the same object from different viewpoints, stereo processing is performed on a pair of left and right images captured by the stereo camera to obtain an image of the external environment. can be recognized three-dimensionally. The camera unit 11 as a stereo camera includes, for example, two shutter-synchronized color cameras each having an imaging element such as a CCD or a CMOS near the rearview mirror inside the front window in the upper part of the passenger compartment. It is configured to be arranged on the left and right.

A pair of left and right images captured by the camera unit 11 as a stereo camera is subjected to matching processing to obtain the amount of pixel shift (parallax) at corresponding positions between the left and right images, and the distance image obtained by converting the amount of pixel shift into luminance data or the like is obtained. generated. Based on the principle of triangulation, points on the distance image are points in real space with the vehicle width direction, that is, the lateral direction, as the X axis, the vehicle height direction, as the Y axis, and the vehicle length direction, that is, the distance direction, as the Z axis. , and the white lines (lanes) of the road on which the vehicle is traveling, obstacles, vehicles traveling in front of the vehicle, etc., are recognized three-dimensionally.

A road white line as a lane can be recognized by extracting a point group that is a candidate for a white line from an image and calculating a straight line or curve connecting the candidate points. For example, in a white line detection area set on an image, edges whose luminance changes by a predetermined amount or more are detected on a plurality of search lines set in the horizontal direction (vehicle width direction), and one set of white lines is detected for each search line. A start point and a white line end point are detected, and an intermediate area between the white line start point and the white line end point is extracted as a white line candidate point.

Then, the time-series data of the spatial coordinate positions of the white line candidate points based on the amount of vehicle movement per unit time is processed to calculate a model that approximates the left and right white lines, and the white line is recognized using this model. As the approximation model of the white line, it is possible to use an approximation model obtained by connecting straight line components obtained by Hough transform, or a model approximating with a curve such as a quadratic equation.

The positioning device 20 detects the vehicle position of the own vehicle mainly by positioning based on signals from a plurality of navigation satellites such as GPS satellites. In addition, when the positioning accuracy deteriorates due to the capture state of the signal (radio wave) from the satellite or the influence of multipath due to the reflection of the radio wave, etc., autonomous navigation using on-vehicle sensors such as the gyro sensor 22 and the vehicle speed sensor 23 Positioning is also used to detect the vehicle position of the own vehicle.

In positioning using a plurality of navigation satellites, a signal containing information about orbit and time transmitted from the navigation satellite is received via the receiver 21, and the own position of the own vehicle is determined based on the received signal by longitude, latitude, and so on. Positioning is performed as an absolute position including altitude and time information. Further, in positioning by autonomous navigation, based on the traveling direction of the vehicle detected by the gyro sensor 22 and the movement distance of the vehicle calculated from the vehicle speed pulse output from the vehicle speed sensor 23, the relative position change is Measure the position of your vehicle.

The positioning device 20 may be integrally provided with a communication unit that acquires traffic information through infrastructure communication such as road-to-vehicle communication and vehicle-to-vehicle communication.

The map information processing device 30 includes a map database DB, specifies the position on the map data of the map database DB from the position data of the own vehicle measured by the positioning device 20, and outputs the position. The map database DB contains, for example, map data for navigation that is mainly referred to when displaying the current position of the vehicle and route guidance for driving the vehicle, and driving support control including automatic driving that is more detailed than the map data. Map data for travel control, which is referred to when performing the operation, is held.

In the map data for navigation, the previous node and the next node are connected to the current node via links, and each link includes traffic lights, road signs, buildings, etc. installed on the road. Information about is stored. On the other hand, high-definition map data for travel control has a plurality of data points between a node and the next node. These data points include road shape data such as the curvature of each lane of the road on which the vehicle is traveling, lane width, shoulder width, etc., and driving control data such as road azimuth, road white line type, number of lanes, etc. It is held together with attribute data such as reliability and date of data update.

The map information processing device 30 compares the positioning result of the own vehicle position with the map data, and presents the driving route guidance and traffic information based on the comparison result to the driver via a display device (not shown). The map information processing device 30 also communicates road shape data such as curvature of the road on which the vehicle is traveling, lane width, shoulder width, etc., and map information for driving control such as road azimuth angle, road white line type, number of lanes, etc. Transmit via bus 150 . The map information for travel control is mainly transmitted to the travel control device 100, but is also transmitted to other control devices as necessary.

Further, the map information processing apparatus 30 performs maintenance management of the map database DB, inspects the nodes, links, and data points of the map database DB to always keep them in the latest state, and also maintains the area where data does not exist on the database. also creates and adds new data to build a more detailed database. The updating of the data in the map database DB and the addition of new data are performed by comparing the position data measured by the positioning device 20 with the data stored in the map database DB.

The engine control device 40 controls the operating state of the engine (not shown) based on signals from various sensors that detect the engine operating state and various control information transmitted via the communication bus 150 . The engine control device 40 controls fuel injection control, ignition timing control, electronically controlled throttle control, based on, for example, intake air amount, throttle opening, engine water temperature, intake air temperature, air-fuel ratio, crank angle, accelerator opening, and other vehicle information. Executes engine control mainly including valve opening control.

The transmission control device 50 adjusts the hydraulic pressure supplied to the automatic transmission (not shown) based on signals from sensors that detect the shift position, vehicle speed, etc., and various control information transmitted via the communication bus 150. control and control the automatic transmission according to the preset transmission characteristics.

The brake control device 60 controls the four-wheel brake devices (not shown) independently of the driver's brake operation based on, for example, the brake switch, the wheel speed of the four wheels, the steering wheel angle, the yaw rate, and other vehicle information. do. Further, the brake control device 60 calculates the brake fluid pressure of each wheel based on the brake force of each wheel, and performs an anti-lock brake system, side slip prevention control, and the like.

The steering control device 70 controls the steering torque by an electric power steering motor (not shown) provided in the steering system based on, for example, vehicle speed, driver's steering torque, steering wheel angle, yaw rate, and other vehicle information. This steering torque control is executed as current control of the electric power steering motor that achieves the target steering torque for matching the actual steering angle with the target steering angle. A drive current for the electric power steering motor is controlled.

The alarm control device 80 is a device that controls the output of an alarm to call the attention of the driver when an abnormality occurs in various devices of the vehicle, and the output of various information to be presented to the driver. For example, warning/information is presented using at least one of visual output such as a monitor, display, and alarm lamp, and auditory output such as a speaker/buzzer. The alarm control device 80 presents the control state to the driver during execution of the driving support control including automatic driving, and when the driving support control including automatic driving is suspended by the driver's operation, the driving at that time Inform the driver of the situation.

Next, the cruise control device 100, which is the core of the cruise control system 1, will be described. When the driver operates a switch, panel or the like (not shown) to set a driving mode for automatic driving or driving assistance, the driving control device 100 receives external environment recognition information from the external environment recognition device 10, the positioning device 20, and map information processing. Based on the information from the device 30, a target travel route to be followed by the own vehicle is set. Then, the travel control device 100 controls the engine control device 40, the transmission control device 50, the brake control device 60, and the steering control device 70 so that the vehicle automatically travels along the target travel route at the vehicle speed set by the driver. Execute travel control.

In the running control for the target running route, while running along the target running route at the set vehicle speed set by the driver, the running control device 100 recognizes that there is a curve ahead, and the set vehicle speed is appropriate. When it is determined that the speed is higher than the curve traveling speed, the vehicle speed of the own vehicle is reduced at the curve entrance so that the curve traveling speed becomes appropriate. Then, when the vehicle travels in the curve section and reaches the vicinity of the curve exit, the travel control device 100 adjusts the timing of starting acceleration in order to return to the set vehicle speed according to the travel state of the own vehicle.

For this reason, the travel control device 100 includes a curve vehicle speed control unit 101, an acceleration start position determination unit 102, a travel state detection unit 103, an acceleration start timing adjustment unit 104, and an acceleration control unit 105 as functional units related to curve travel. there is Schematically, the travel control device 100 uses these functional units to detect the travel state of the own vehicle when it reaches the vicinity of the curve exit after traveling in a curve section at an appropriate curve travel speed, and detects the detected travel state. Adjust the timing to start acceleration according to

Specifically, when the curve vehicle speed control unit 101 determines that there is a curve section ahead based on information from the positioning device 20 and the map information processing device 30, the curve vehicle speed control unit 101 adjusts the curve travel speed for safely passing through the curve section. Calculate Vcv. For example, based on the radius of curvature of a curve, lane width, road gradient, etc., the target vehicle speed that provides lateral acceleration that ensures driving stability and does not give the driver a sense of insecurity is adjusted to the road conditions, including the curvature of the curve. It is calculated as a matching proper curve running speed Vcv.

Further, the curve vehicle speed control unit 101 compares the current vehicle speed, that is, the set vehicle speed Vset, with the curve traveling speed Vcv to determine whether deceleration is necessary before entering the curve. If Vcv≧Vset, it is determined that the curve can be passed safely at the set vehicle speed Vset, and the vehicle travels on the curve at the set vehicle speed Vset. On the other hand, if Vcv<Vset, it is determined that deceleration is necessary before entering the curve, and the vehicle speed is reduced to the curve running speed Vcv.

Acceleration start position determination unit 102 determines whether the vehicle has reached a position where vehicle speed control (deceleration control) for the curve is completed near the exit of the curve section and acceleration can be started to return to the vehicle speed before entering the curve. determine whether The position at which acceleration can be started, that is, the control end position of vehicle speed control for a curve is the distance from the curve exit (curve end position) that can be grasped from map data, etc., based on, for example, the difference between the set vehicle speed Vset and the curve running speed Vcv. Set as a distance.

The control end position of the vehicle speed control for this curve becomes closer to the curve exit as the difference between the set vehicle speed Vset and the curve travel speed Vcv increases. As will be described below, when the host vehicle reaches the control end position of the vehicle speed control for the curve, acceleration is started in a state where the vehicle behavior of the host vehicle relative to the target travel route is stable.

The running state detection unit 103 detects the running state of the vehicle in the vicinity of the exit of the curve section based on the attitude of the vehicle with respect to the target running route. In this embodiment, the lateral position and yaw angle of the vehicle with respect to the target travel route are detected as the posture with respect to the target travel route.

For example, as shown in FIG. 2, when the center position of the lane P is the target travel route Pct, the distance in the lane width direction between the target travel route Pct and the center position of the vehicle C is the target travel route of the vehicle C. It is detected as a lateral position Xc with respect to Pct. Further, as shown in FIG. 3, the angle between the longitudinal axis of the vehicle C and the target travel route Pct (tangent) is detected as the yaw angle θy of the vehicle C with respect to the target travel route Pct.

The lateral position Xc and the yaw angle θy are specifically based on map data, positioning data of the own vehicle position, an approximate curve of the target travel route based on the recognition result of the road white line, a yaw rate measurement value, a vehicle speed and a steering angle. It can be detected from an estimated value or the like.

The acceleration start timing adjustment unit 104 adjusts the timing of starting acceleration toward the set vehicle speed near the exit of the curve section based on the driving state of the vehicle, and the behavior of the vehicle is stabilized with respect to the target driving route. Start acceleration in the state In this embodiment, the lateral position and yaw angle of the host vehicle with respect to the target travel route are compared with respective threshold values, and the more the lateral position or yaw angle deviates from the target travel route, the later the acceleration start timing becomes. adjust to

As shown in FIG. 2, the lateral position threshold value for the travel route is set as the threshold value Hc for the lateral position in a set range in the horizontal direction centered on the target travel route Pct. The acceleration start timing adjustment unit 104 checks whether or not the lateral position Xc of the host vehicle C with respect to the target travel route Pct is within the range of the threshold value Hc.

As a result, when the lateral position Xc of the host vehicle is outside the region determined by the threshold Hc, the start of acceleration is prohibited, and the timing of starting acceleration is delayed until the lateral position Xc enters the region of the threshold Hc. Then, when the lateral position Xc enters the region determined by the threshold value Hc, the yaw angle θy of the vehicle C with respect to the target travel route Pct is set to threshold values θh1, θh2, θh3 corresponding to the lateral position of the vehicle. The acceleration start timing is adjusted according to the comparison result.

As shown in FIG. 3, the lateral position range for the yaw angle threshold values θh1, θh2, and θh3 is a set value Hc1, which is a relatively narrow range from the target travel route Pct near the center of the lane P, and an outside range of the set value Hc1. and a set value Hc3 outside the range of the set value Hc1 and on the right side of the lane P in the direction of travel. The yaw angle thresholds .theta.h1, .theta.h2, .theta.h3 are set to values corresponding to the respective divisions of the lateral position setting values Hc1, Hc2, Hc3.

The acceleration start timing adjustment unit 104 compares the yaw angle θy of the host vehicle with respect to the target travel route with threshold values θh1, θh2, and θh3, and adjusts the acceleration start timing. In the present embodiment, the yaw angle thresholds θh1, θh2, and θh3 are, for example, represented by a positive sign for the yaw angle in the left direction of travel with respect to the target travel route in the center of the lane, and the left lateral position from the target travel route. is represented by a negative sign, the characteristics are set as shown in FIG. 4, for example.

Specifically, the yaw angle threshold θh1 when the host vehicle is near the center of the lane is set as a relatively narrow range of positive and negative values with respect to the target travel route. Therefore, even if the lateral position of the vehicle is near the center of the lane, the further the yaw angle θy deviates from the threshold value θh1 region, the later the acceleration start timing becomes. Since the start timing is advanced, it becomes possible to start acceleration at an early stage.

On the other hand, the yaw angle threshold θh2 when the host vehicle is on the left side of the lane is set to be relatively smaller in the left side of the lane than the value in the negative region of the threshold θh1. That is, when the lateral position of the host vehicle is on the left side of the lane, the timing of starting acceleration is delayed until the yaw angle turns toward the center of the lane, thereby suppressing the start of acceleration.

The yaw angle threshold θh3 when the host vehicle is on the right side of the lane is set to be relatively larger in the right side of the lane than the value of the threshold θh1 in the positive region. Therefore, when the lateral position of the host vehicle is on the right side of the lane, the timing of starting acceleration is delayed until the yaw angle turns toward the center of the lane, thereby suppressing the start of acceleration.

The thresholds Hc, .theta.h1, .theta.h2, and .theta.h3 may be varied based on the curve travel speed, the difference between the curve travel speed and the set vehicle speed, and the like. By delaying the acceleration start timing by making each threshold relatively smaller as the curve traveling speed is higher, it is possible to reduce the driver's sense of incongruity. In addition, as the difference between the curve travel speed and the set vehicle speed increases, each threshold value is relatively decreased to delay the acceleration start timing, thereby reducing the driver's discomfort.

Then, when the acceleration start timing is reached, the acceleration start timing adjustment unit 104 causes the acceleration control unit 105 to start acceleration. is turned on. The curve vehicle speed control end flag FLG is referred to by the acceleration control unit 105 .

When the acceleration control unit 105 detects that the curve vehicle speed control end flag FLG is turned ON, the acceleration control unit 105 starts accelerating the host vehicle toward the set vehicle speed. As a result, it is possible to quickly return to the set vehicle speed without making the driver feel uncomfortable.

Next, program processing related to curve travel when the vehicle automatically travels along the target travel route at the set vehicle speed set by the driver will be described with reference to the flowcharts shown in FIGS. The flowchart of FIG. 5 shows the vehicle speed control start determination process for curves in the cruise control device 100, and the flowchart of FIG. 6 shows the vehicle speed control end determination processing for curves in the cruise control device 100. FIG.

First, the vehicle speed control start determination process in FIG. 5 will be described. In this process, in the first step S1, when it is detected from the map data or the like that there is a curve ahead of the vehicle, it is checked whether the vehicle has reached the control start position for the curve. The control start position for the curve is set as a distance from the curve start position based on, for example, the radius of curvature of the curve and the vehicle speed of the host vehicle.

Then, when the own vehicle reaches the control start position for the curve, the process advances from step S1 to step S2 to calculate an appropriate curve traveling speed Vcv that matches the road conditions including the curvature of the curve as the target vehicle speed for traveling on the curve. In S3, it is checked whether or not the target vehicle speed Vcv for curve traveling is equal to or higher than the set vehicle speed Vset.

In step S3, if the target vehicle speed Vcv for curve travel is equal to or higher than the set vehicle speed Vset, it is determined that deceleration before entering the curve is unnecessary and the curve can be passed at the set vehicle speed, and this processing is exited. On the other hand, if the target vehicle speed Vcv for curve travel is lower than the set vehicle speed Vset, it is determined that deceleration is necessary before entering the curve, and the process proceeds from step S3 to step S4 and thereafter to perform vehicle speed control for the curve.

In step S4, the curve vehicle speed control end flag FLG is referenced to check whether or not the vehicle speed control for the curve has been completed. If the curve vehicle speed control end flag FLG is ON and the vehicle speed control for the curve is completed, the process exits from step S4. When the curve vehicle speed control end flag FLG is OFF and the vehicle speed control for the curve has not been completed, the process proceeds from step S4 to step S5 to perform the vehicle speed control for the curve. By this vehicle speed control for the curve, the vehicle speed of the own vehicle is decelerated to the target vehicle speed to enter the curve, and the traveling speed within the curve is controlled to the target vehicle speed.

Next, the vehicle speed control termination determination process for the curve in FIG. 6 will be described. In this determination end process, in the first step S11, it is checked whether or not the vehicle speed control (deceleration control) for the curve is being executed. If the vehicle speed control (deceleration control) for the curve is not being performed, this process is exited, and if the vehicle speed control for the curve is being performed, the process proceeds from step S11 to step S12.

In step S12, it is checked whether or not the host vehicle has advanced to the vicinity of the curve exit and has reached the control end position of the vehicle speed control for the curve. If the control end position is not reached, the process returns to step S11, and the vehicle speed control is continued until the control end position is reached. When the control end position is reached, the process advances from step S12 to step S13 to detect the lateral position Xc and yaw angle .theta.y of the vehicle with respect to the target travel route as the running state of the vehicle during curve running.

Next, proceeding from step S13 to step S14, the vehicle speed during curve travel is accelerated to the set vehicle speed before entering the curve, based on the travel condition of the host vehicle (the lateral position Xc and yaw angle θy of the host vehicle relative to the target travel route). Adjust the acceleration start timing when As described above, the acceleration start timing to the set vehicle speed is determined by comparing the lateral position Xc and yaw angle θy of the own vehicle with respect to the target travel route with the corresponding threshold values Hc, θh1, θh2, and θh3. The greater the degree of divergence of θy from the target travel route, the later the acceleration start timing is adjusted.

In step S15 following step S14, it is checked whether the time corresponding to the adjusted acceleration start timing has passed and the acceleration start timing has been reached. If the acceleration start timing has not been reached, the process returns to step S11, the running state is detected again, and the above processing is repeated.

After that, when the acceleration start timing is reached, the process advances from step S15 to step S16, determines that the control of the vehicle speed control for the curve is finished, turns on the curve vehicle speed control end flag FLG, and ends this processing. When the vehicle speed control for this curve ends, acceleration of the own vehicle is started in order to return the vehicle speed to the set vehicle speed.

As described above, in the present embodiment, when a curve appears while the vehicle is traveling following the target travel route at the set vehicle speed set by the driver, the vehicle speed of the own vehicle is reduced to an appropriate curve travel speed before entering the curve. do. When acceleration is started near the exit of the curve and the vehicle speed is returned to the set speed, the vehicle behavior is stabilized by adjusting the acceleration start timing based on the lateral position and yaw angle of the vehicle with respect to the target travel route. Acceleration can be started in this state, and the vehicle speed can be recovered quickly without giving the driver a sense of discomfort.

1 travel control system 10 external environment recognition device 20 positioning device 30 map information processing device 40 engine control device 50 transmission control device 60 brake control device 70 steering control device 80 alarm control device 100 travel control device 101 curve vehicle speed control unit 102 acceleration start Position determination unit 103 Running state detection unit 104 Acceleration start timing adjustment unit 105 Acceleration control unit

Claims (5)

A travel control device for a vehicle that controls a vehicle to pass through a curve section by decelerating to an appropriate curve travel speed that matches road conditions including curve curvature,
a running state detection unit that detects the running state of the own vehicle near the exit of the curve section;
an acceleration start timing adjustment unit that adjusts an acceleration start timing for starting acceleration from the curve travel speed near an exit of the curve section based on the running state ;
The vehicle travel control device , wherein the travel state detection unit detects, as the travel state, a lateral position and a yaw angle of the vehicle with respect to a target travel route that the vehicle follows . 2. The vehicle running control device according to claim 1 , wherein the acceleration start timing adjusting section adjusts the acceleration start timing by comparing the lateral position and the yaw angle with respective threshold values. 3. The vehicle running control device according to claim 2 , wherein the acceleration start timing adjusting section sets the threshold of the yaw angle to different values depending on the lateral position. 4. The acceleration start timing adjuster adjusts the acceleration start timing so as to delay it as the lateral position or the yaw angle deviates from the target travel route. 1. A running control device for a vehicle according to claim 1. 5. The vehicle travel control apparatus according to claim 1 , wherein the target travel route is a route in a center position of a lane of the vehicle.

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