US20160187881A1 - Automatic driving system able to make driving decisions and method thereof - Google Patents
Automatic driving system able to make driving decisions and method thereof Download PDFInfo
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- 238000000034 method Methods 0.000 title claims abstract description 28
- 239000013598 vector Substances 0.000 claims description 30
- 238000001514 detection method Methods 0.000 claims description 20
- 238000010586 diagram Methods 0.000 description 4
- 230000004888 barrier function Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 206010039203 Road traffic accident Diseases 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- 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
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
- B60W60/0015—Planning or execution of driving tasks specially adapted for safety
- B60W60/0016—Planning or execution of driving tasks specially adapted for safety of the vehicle or its occupants
-
- 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
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/0088—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot characterized by the autonomous decision making process, e.g. artificial intelligence, predefined behaviours
-
- 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
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
- B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
-
- 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
- B60W30/18154—Approaching an intersection
-
- 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
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
-
- 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
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
Abstract
Description
- 1. Field of the Invention
- The present invention relates to an automatic driving technology, particularly to an autonomous driving system able to make driving decisions and a method thereof, which can determine an optimized movement to avoid barriers.
- 2. Description of the Related Art
- In order to use the road environment more efficiently and enhance driving safety, many vehicle manufacturers have been persistently devoted to developing automatic driving systems or automatic driving assistance systems, which assist drivers to make decisions or even take part in controlling the vehicles, expected to provide preventive measures to avoid traffic accidents.
- Normally, an automatic driving system or automatic driving assistance system uses detectors to detect the environment, assisting the driver to control the vehicle or directly controlling the vehicle so as to avoid barriers and reduce the risk of collision. The decision logic of conventional automatic driving system includes 1. If the automatic driving system detects an allowed space, it controls the vehicle to advance toward the allowed space; 2. If the automatic driving system does not detect an allowed space, it generates an alert signal to inform the driver. However, only using information of allowed space to determine safety level is assertive and unreliable and may further increase the complexity in the succeeding computation. Therefore, the conventional decision logic is regarded as unsafe.
- Accordingly, the present invention proposes an autonomous driving system able to make driving decisions and avoid barriers and a method thereof to overcome the abovementioned problems.
- The primary objective of the present invention is to provide an autonomous driving system able to make driving decisions and a method thereof, which use a plurality of judgement methods to decrease the complexity of path computation and generate optimized movement instructions to enhance driving safety.
- Another objective of the present invention is to provide an autonomous driving system able to make driving decisions and a method thereof, which vectorize all the detected objects to calculate the safety levels of the objects, assign safety weights to the objects according to the safety levels, and work out space weights according to the safety weights, and makes a decision of whether to move left, forward or right according to the space weights.
- To achieve the abovementioned objectives, the present invention proposes a driving decision method for an autonomous driving system, which comprises steps: a processor generating a left-turn signal, a forward signal, and a right-turn signal; using a detection device to detect a vehicle movement signal of a vehicle and object movement signals of a plurality of objects; the processor converting the vehicle movement signal into a vehicle movement vector and converting the object movement signals into a plurality of object movement vectors; the processor determining whether the object is dangerous object according to the vehicle movement vector and the object movement vector; if object is dangerous object, generating a dangerous object weight via dividing the time length the vehicle will take to collide with the dangerous object by the sum of the time lengths the vehicle will respectively take to collide with all the objects; if object is not dangerous object, determining the object to be a non-dangerous object, and using the distance between the vehicle and the non-dangerous object to generate a non-dangerous object weight; the processor defining a plurality of left-turn lane sections corresponding to the left-turn signal, defines a plurality of forward lane sections corresponding to the forward signal, and defines a plurality of right-turn lane sections corresponding to the right-turn signal, and determining the weights of the left-turn lane sections, the forward lane sections and the right-turn lane sections according to the dangerous object weights or non-dangerous object weights in the corresponding lanes; the processor using the weights of the left-turn lane sections, the forward lane sections and the right-turn lane sections to generate a right-turn signal weight, a forward signal weights and a left-turn signal weight; the processor taking the highest one of the right-turn signal weight, the forward signal weights and the left-turn signal weight, and determining whether the highest signal weight is over a preset weight; if yes, generating a movement signal corresponding to the direction of the highest signal weight; if no, generating a braking signal.
- The present invention also proposes an autonomous driving system able to make driving decisions, which comprises an object detection device generating a plurality of object movement signals; a vehicle movement detection device generating a vehicle movement signal; a storage device storing a dangerous object judgement equation, a dangerous object weight equation, a non-dangerous object weight equation, a space weight equation, and a signal weight equation; and a processor electrically connected with the object detection device, the vehicle movement detection device and the storage device, and generating a left-turn signal, a forward signal, and a right-turn signal. The processor receives the vehicle movement signal and the object movement signals and respectively converts the vehicle movement signal and the object movement signals into a vehicle movement vector and a plurality of object movement vectors. The processor determines whether one object is a dangerous object or non-dangerous object according to the vehicle movement vector and the object movement vector of the object. If the object is a dangerous object, the processor uses the dangerous object weight equation to calculate the dangerous object weight of the dangerous object. If the object is a non-dangerous object, the processor uses the non-dangerous object weight equation to calculate the non-dangerous object weight of the non-dangerous object. The processor substitutes the dangerous object weight or the non-dangerous object weight into the space weight equation to generate the weights of the left-turn lane sections, the forward lane sections and the right-turn lane sections. The processor substitutes the weights of the left-turn lane sections, the forward lane sections and the right-turn lane sections into the signal weight equation to generate a right-turn signal weight, a forward signal weight and a left-turn signal weight. The processor takes the highest one of the left-turn signal weight, the forward signal weights and the right-turn signal weight, and determines whether the highest signal weight is over a preset weight. If the highest signal weight is over a preset weight, the processor generates a movement signal to move the vehicle toward to the direction of the highest signal weight. If the highest signal weight is below the preset weight, the processor generates a braking signal to stop the vehicle.
- Below, embodiments are described in detail to make easily understood the objectives, technical contents, characteristics and accomplishments of the present invention.
-
FIG. 1 is a block diagram schematically showing an autonomous driving system able to make driving decisions according to one embodiment of the present invention; -
FIG. 2 is a flowchart of the process of a driving decision method for an autonomous driving system according to one embodiment of the present invention; -
FIG. 3 is a diagram schematically showing a left-turn signal, a forward signal, and a right-turn signal generated by a processor of an autonomous driving system able to make driving decisions according to one embodiment of the present invention; and -
FIG. 4 is a diagram schematically showing the decision making of a movement signal according to one embodiment of the present invention. - Refer to
FIG. 1 a block diagram schematically showing an autonomous driving system able to make driving decisions according to one embodiment of the present invention. Theautonomous driving system 1 is installed in a vehicle and comprises detection devices, astorage device 14 and aprocessor 16. In the embodiment shown inFIG. 1 , the detection devices are exemplified by anobject detection device 10 and a vehiclemovement detection device 12. Theobject detection device 10 detects the movements of objects except the own vehicle and generates a plurality of object movement signals. The vehiclemovement detection device 12 detects the movement of the own vehicle and generates a vehicle movement signal. Thestorage device 14 stores a dangerous object judgement equation, a dangerous object weight equation, a non-dangerous object weight equation, a space weight equation, and a signal weight equation. Theprocessor 16 is electrically connected with theobject detection device 10, the vehiclemovement detection device 12 and thestorage device 14, receiving the object movement signals and the vehicle movement signal, and retrieving from thestorage device 14 the dangerous object judgement equation, the dangerous object weight equation, the non-dangerous object weight equation, the space weight equation, and the signal weight equation. Theprocessor 16 converts the vehicle movement signal into a vehicle movement vector and converts the object movement signals into a plurality of object movement vectors and substitutes the vehicle movement vector and each object movement vector into the dangerous object judgement equation to determine whether one object is a dangerous object. According to whether one object is a dangerous object, the dangerous object weight equation or the non-dangerous object weight equation cooperates with the space weight equation, and the signal weight equation to output an optimized movement path. - Refer to
FIGS. 1-3 .FIG. 2 is a flowchart of the process of a driving decision method for an autonomous driving system according to one embodiment of the present invention. The driving decision method cooperates with theautonomous driving system 1 to realize driving safety. In Step S10, theprocessor 16 generates a left-turn signal a, a forward signal b, and a right-turn signal c; theobject detection device 10 detects the movements of a plurality ofobjects vehicle 20 and generates a plurality of object movement signals; the vehiclemovement detection device 12 detects the movement of thevehicle 20 and generates a vehicle movement signal. In Step S12, theprocessor 16 receives the vehicle movement signal and the object movement signals and respectively converts the vehicle movement signal and the object movement signals into a vehicle movement vector and a plurality of object movement vectors. In Step S14, theprocessor 16 retrieves the dangerous object judgement equation from thestorage device 14 to determine whether theobjects - wherein is the vehicle movement vector, the object movement vector, and δ a preset distance. ×≠0 is to determine whether the vehicle 20 is parallel to the object 18, 18′ or 18″; if they are parallel, × equals zero; if they are not parallel, × does not equal zero. (·<0) is to determine whether the
vehicle 10 and theobjects vehicle 20 and theobject vehicle 20 and theobject vehicle 20 is too near theobject object vehicle 20 is not parallel to theobject vehicle 20 and theobject vehicle 20 is parallel to theobject vehicle 20, the preset distance is set to be a spacing of two lanes. As long as one of the abovementioned conditions is established, theobject objects objects 18′ and 18″ are the dangerous objects. In Step S16, theprocessor 16 retrieves the dangerous object weight equation from thestorage device 14 to calculate the weights of thedangerous objects 18′ and 18″. The dangerous object weight equation(2) is expressed as -
- wherein WU is the weight of the
dangerous object 18′ or 18″, CU the time length thevehicle 20 will take to collide with thedangerous object 18′ or 18′, and Ct the sum of the time lengths the vehicle will respectively take to collide with all theobjects processor 16 generates the weights of thedangerous object 18′ or 18″ via calculating the ratio of the time length that thevehicle 20 will take to collide with thedangerous object 18′ or 18′ to the sum of the time lengths that the vehicle will respectively take to collide with all theobjects - In Step S14, none of the criterions in the dangerous object judgement equation (1) is established for the
object 18 in the embodiment. It indicates that theobject 18 is a non-dangerous object, and the process proceeds to Step S18. In Step S18, theprocessor 16 retrieves the non-dangerous object weight equation from thestorage device 14 to calculate the weight of thenon-dangerous object 18. The non-dangerous object weight equation(3) is expressed as -
W N =μ|μ∝d (3) - wherein WN is the weight of the
non-dangerous object 18, d the distance between thevehicle 20 and thenon-dangerous object 18, μ a constant generated according to d and proportional to d. Normally, the weight of a non-dangerous object is greater than the weight of a dangerous object. - After the weights of the
dangerous objects 18′ and 18″ and the weight of thenon-dangerous object 18 are respectively generated in Step S16 and Step S18, the process proceeds to Step S20. In Step S20, theprocessor 16 defines a plurality of left-turn lane sections 32 corresponding to the left-turn signal a, defines a plurality offorward lane sections 34 corresponding to the forward signal b, and defines a plurality of right-turn lane sections 36 corresponding to the right-turn signal c. Next, theprocessor 16 retrieves the space weight equation from thestorage device 14 to calculate the weights of all the left-turn lane sections 32,forward lane sections 34 and right-turn lane sections 36. The space weight equation(4) is expressed as -
W R=arg minWo D O +φ|φ∝D O (4) - wherein WR is the weight of a lane section, WO the weight of a dangerous or non-dangerous object, DO the distance between the object and the center of the lane section, φ a constant proportional to DO. In Step S20, the
processor 16 retrieves the weights of theobjects vehicle 20 may pass through among the left-turn lane sections 32,forward lane sections 34 and right-turn lane sections 36; theprocessor 16 also calculates a value proportional to the distance between theobject object 18 is nearest to the center of the left-turn lane section 32′ of the left-turn lane sections 32; theprocessor 16 thus retrieves the non-dangerous weight of thenon-dangerous object 18; theprocessor 16 calculates the constant φ of theobject 18 and the left-turn lane section 32′; then theprocessor 16 adds the constant to the non-dangerous weight of thenon-dangerous object 18 to output the weight of the left-turn lane section 32′. The generation of the weights of the other left-turn lane sections 32 is similar and will not repeat. The weight of eachforward lane section 34 is generated via adding the constant φ of thedangerous object 18′ and theforward lane section 34 to the dangerous object weight of thedangerous object 18′. The weight of each right-turn lane section 36 is generated via adding the constant φ of thedangerous object 18″ and the right-turn lane section 36 to the dangerous object weight of thedangerous object 18″. - Next, the process proceeds to Step S22. In Step S22, the
processor 16 retrieves the signal weight equation and uses the weights of the left-turn lane sections 32 that the left-turn signal a passes through, theforward lane sections 34 that the forward signal b passes through, and the right-turn lane sections 36 that the right-turn signal c passes through to respectively acquires a left-turn signal weight, a forward signal weight and a right-turn signal weight according to the signal weight equation(5), which is expressed as -
Bi=min WR (5) - wherein WR is the weight of a lane section, and Bi is the signal weight. The minimum weight of the left-
turn lane sections 32, the minimum weight of theforward lane sections 34, and the minimum weight of the right-turn lane sections 36 are used to work out the left-turn signal weight, the forward signal weight and the right-turn signal weight. For example, as theobject 18 runs forward in the left-turn lane sections vehicle 20 will collide with theobject 18 in the left-turn lane section 32′ if thevehicle 20 advances according to the left-turn signal a. Therefore, the left-turn lane section 32′ is regarded as the most dangerous left-turn section among the plurality of left-turn lane sections 32. The process is to evaluate the overall safety of the related path. Thus, the weight of the most dangerous left-turn lane section 32′ is used as the left-turn signal weight that represents the safety level of the path related to the left-turn signal a. - Next, the process proceeds to Step S24. In Step S24, the
processor 16 compares the left-turn signal weight, the forward signal weight and the right-turn signal weight and acquires the highest one therefrom. In the embodiment shown inFIG. 4 , the left-turn signal a has the highest signal weight. Next, theprocessor 16 determines whether the left-turn signal weight is greater than a preset weight. If the left-turn signal weight is greater than the preset weight, the process proceeds to Step S26. In Step S26, theprocessor 16 generates a movement signal to make thevehicle 20 move according to the left-turn signal a. If the left-turn signal weight is smaller than the preset weight, the process proceeds to Step S28. In Step S28, theprocessor 16 generates a braking signal to stop thevehicle 20. - In conclusion, the present invention uses a plurality of judgement procedures to decide a safer movement action for a vehicle, including procedures of vectorizing all the detected objects to facilitate judging the safety levels of the detected objects and using the outputs to calculate the space safety levels of the lanes to facilitate making a decision about whether to turn left, forward or right, or brake the vehicle. The present invention not only effectively enhances driving safety but also obviously decreases computation complexity of path decision.
- The embodiments described above are only to exemplify the present invention but not to limit the scope of the present invention. Any equivalent modification or variation according to the spirit of the present invention is to be also included within the scope of the present invention.
Claims (10)
W N =μ|μ∝d
Bi=min WR
W N =μ|μ∝d
Bi=min WR
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US9910443B1 (en) * | 2016-10-14 | 2018-03-06 | Hyundai Motor Company | Drive control apparatus and method for autonomous vehicle |
US11480971B2 (en) | 2018-05-01 | 2022-10-25 | Honda Motor Co., Ltd. | Systems and methods for generating instructions for navigating intersections with autonomous vehicles |
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US9886036B2 (en) * | 2014-02-10 | 2018-02-06 | John Bean Technologies Corporation | Routing of automated guided vehicles |
US10730626B2 (en) | 2016-04-29 | 2020-08-04 | United Parcel Service Of America, Inc. | Methods of photo matching and photo confirmation for parcel pickup and delivery |
US9969495B2 (en) | 2016-04-29 | 2018-05-15 | United Parcel Service Of America, Inc. | Unmanned aerial vehicle pick-up and delivery systems |
US10775792B2 (en) | 2017-06-13 | 2020-09-15 | United Parcel Service Of America, Inc. | Autonomously delivering items to corresponding delivery locations proximate a delivery route |
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US7386385B2 (en) * | 2002-11-21 | 2008-06-10 | Lucas Automotive Gmbh | System for recognising the lane-change manoeuver of a motor vehicle |
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US8374743B2 (en) * | 2008-05-16 | 2013-02-12 | GM Global Technology Operations LLC | Method and apparatus for driver control of a limited-ability autonomous vehicle |
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US8154422B2 (en) * | 2009-07-24 | 2012-04-10 | Automotive Research & Testing Center | Vehicle collision avoidance system and method |
CN103455034B (en) | 2013-09-16 | 2016-05-25 | 苏州大学张家港工业技术研究院 | A kind of based on the histogrammic obstacle-avoiding route planning method of minimum distance vector field |
US9091558B2 (en) * | 2013-12-23 | 2015-07-28 | Automotive Research & Testing Center | Autonomous driver assistance system and autonomous driving method thereof |
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US9910443B1 (en) * | 2016-10-14 | 2018-03-06 | Hyundai Motor Company | Drive control apparatus and method for autonomous vehicle |
US11480971B2 (en) | 2018-05-01 | 2022-10-25 | Honda Motor Co., Ltd. | Systems and methods for generating instructions for navigating intersections with autonomous vehicles |
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