WO2009055841A1 - Commande de stabilité d'un véhicule - Google Patents

Commande de stabilité d'un véhicule Download PDF

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Publication number
WO2009055841A1
WO2009055841A1 PCT/AU2008/001590 AU2008001590W WO2009055841A1 WO 2009055841 A1 WO2009055841 A1 WO 2009055841A1 AU 2008001590 W AU2008001590 W AU 2008001590W WO 2009055841 A1 WO2009055841 A1 WO 2009055841A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
control system
ground
force
contact patch
Prior art date
Application number
PCT/AU2008/001590
Other languages
English (en)
Inventor
Raymond Andrew Munday
Original Assignee
Kinetic Pty Ltd
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
Priority claimed from AU2007905922A external-priority patent/AU2007905922A0/en
Application filed by Kinetic Pty Ltd filed Critical Kinetic Pty Ltd
Publication of WO2009055841A1 publication Critical patent/WO2009055841A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/64—Wheel forces, e.g. on hub, spindle or bearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • B60G2800/0122—Roll rigidity ratio; Warping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/24—Steering, cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables

Definitions

  • the present invention relates to vehicle dynamic handling characteristics, such as detection, monitoring or control thereof.
  • the point at which the tyre contact patch vertical force of one of the wheels of a vehicle reaches zero is known or estimated, then it can be used as an indicator of the approach of the dynamic limits of the vehicle and therefore a trigger for one or more vehicle safety systems to operate.
  • a vehicle having four or more wheels When a vehicle having four or more wheels is in a turn it may, in extreme, have the vertical force at the tyre contact patch of one of the inside wheels reduce to zero, at which point the wheel may begin to lift off the ground.
  • the roll moment distribution (RMD) characteristic of the vehicle begins to change.
  • the wheel with zero ground contact force and the laterally adjacent wheel then provide a maximum fixed roll moment with increasing roll angle, whereas the other wheels of the vehicle can continue to provide an increasing roll moment.
  • the present invention provides in one aspect a method of providing an input to at least one control system of a vehicle, including the steps of a) determining that a substantially vertical force at the contact patch between the ground and at least one wheel assembly of the vehicle during cornering is approaching a zero value or is at a substantially zero value; and b) providing a signal as an input to the at least one control system derived from the value determined at step a).
  • a further aspect of the present invention provides a method of controlling a dynamic limit of a vehicle, including the steps of; i) determining that a substantially vertical force at the contact patch between the ground and at least one wheel assembly of the vehicle during cornering is approaching a zero value or is at a substantially zero value; and
  • One or more forms of the present invention may include evaluating a sum of the vertical components of a number of forces at a contact patch between said at least one wheel assembly and a ground surface during cornering of the vehicle.
  • the contact patch force may be determined utilising an algorithm: where Fcp is the vertical component of the sum of the forces at the tyre contact patch
  • Fus is the weight of unsprung mass of the vehicle at that tyre
  • Fss is the support spring force at that wheel assembly and FAR is the anti-roll force (acting in opposite direction).
  • determining that the substantially vertical force at the contact patch between the ground and at least one wheel assembly is a substantially zero value or is approaching a zero value may be performed without factoring in vehicle roll centre effects.
  • the vehicle mass, the centre of that mass and/or the track width may be excluded from determining that the substantially vertical load force is at the substantially zero or approaching zero value.
  • Vehicle load weight, load height, or combinations thereof may be excluded from determining that the substantially vertical load force is at the substantially zero or approaching zero value.
  • Positions of the wheel assemblies with respect to the vehicle body may be used in determining that the substantially vertical force at the respective contact patch between the ground and at least one wheel assembly is at the substantially zero or approaching zero value.
  • the suspension stiffness values may be required, but in other cases the suspension stiffness values can be excluded when determining said force.
  • the vehicle may include a fluid suspension system and/or a fluid roll control system such that fluid pressure in at least one fluid volume thereof may be used in determining that the substantially vertical force at the contact patch between the ground and the respective wheel assembly is at the substantially zero or approaching zero value.
  • Damping forces may be measured and included in the calculation of the instantaneous substantially vertical component of forces at the contact patch.
  • the damping forces may be estimated from measuring one or more different variables such as relative position, velocity and/or acceleration between wheel and body and using the measure(s) and the known damping force specifications of the wheel cylinder (or shock absorber).
  • the measured or estimated damping forces may be filtered through a low pass filter to reduce false triggering of the at least one control system of the vehicle.
  • a sustained damping force due to a whole body motion could affect the actual contact patch vertical load sufficiently over a long enough period to initiate a wheel lift, so the input of low frequency (for example ⁇ 5Hz) damping loads into the contact patch force algorithm would be beneficial.
  • the damping force may not be sustained for long enough to have a significant effect on the likelihood of wheel lift, so can be filtered out to prevent false triggering of the at least one control system which may otherwise be detrimental to comfort and handling.
  • the control system such as a vehicle dynamic control system, may include at least one of a braking system, transmission system, torque control, front and rear wheel drive proportioning system, engine control, suspension characteristics control, and an electronic stability control system.
  • a method for prompting a vehicle dynamic system to actuate including the steps of; generating a signal corresponding to at least one ground contact member of a wheel assembly during cornering of the vehicle being at or approaching a point of lifting from contact with the ground; and utilising that signal as an input to the vehicle dynamic system.
  • the vehicle dynamic system may include processing means that evaluates whether the inputted force value prompts or modifies activation or control of one or more of a vehicle braking system, front and rear wheel drive proportioning system, engine, engine control, suspension characteristics control, vehicle driveline, electronic stability system, electronic stability program or electronic stability control system, vehicle transmission or torque control system, or combinations thereof.
  • the signal may be determined at least in part by a contact patch force between the respective wheel assembly and surface of the ground.
  • the vehicle dynamic system may include at least one of a braking system, transmission system, torque control, front and rear wheel drive proportioning system, engine control, suspension characteristics control, and an electronic stability control system.
  • At least one control system in a further aspect of the present invention there may be provided at least one control system, at least one detection means to signal that a ground contact member of the vehicle is at or approaching a point of lifting from contact with the ground surface during cornering of the vehicle, processing means receiving said signal, and at least one control means operating, initiating, controlling or varying operation of the control system dependent upon an output of the processing means derived from the signal.
  • the control system may include one or more of a vehicle braking system, front and rear wheel drive proportioning system, engine, engine control, suspension characteristics control, vehicle driveline, stability control system, vehicle transmission or torque control system, or combinations thereof, operated, initiated, controlled or varied in operation dependent upon the signal relating to the (or at least one) ground contact member approaching or at the point of lifting from contact with the ground surface.
  • the control system may be provided by or include, for example, a dynamic safety system, such as, electronic stability control, ESP, drive proportioning, electronic braking system and/or braking control such as ABS.
  • a dynamic safety system such as, electronic stability control, ESP, drive proportioning, electronic braking system and/or braking control such as ABS.
  • a front inside ground contact member e.g. front inside tyre
  • one or more counter measures by a control system is called for, such as increasing roll stiffness at the rear of the vehicle, or applying one or more wheel or transmission brakes, or reducing or completely cutting the vehicle throttle.
  • a corresponding rear inside ground contact member e.g.
  • the signal may: i) relate to whether one or more wheels have contact patch forces at or approaching zero, i.e.
  • the actual force value between the ground contact member and the ground surface can be disregarded in utilising the present invention; ii) may include the wheel(s) at which the contact patch forces is/are at or approaching zero; and/or iii) may include a magnitude or relative magnitude of the forces at the wheel(s) at which the contact patch forces is/are at or approaching zero.
  • At least one sensor may be included to determine that a substantially vertical component of forces at a contact patch between the ground contact member and the ground surface is at or approaching zero.
  • Possible sensors include wheel position sensors, fluid pressure sensors and force sensors.
  • Force sensors can be used to measure support spring forces, anti-roll forces in bar drop links and bushings such as actuator mounts. They can also be used to measure damping forces, as can pressure sensors.
  • One or more forms of the present invention may incorporate a valve or restriction to restrict or prevent fluid flow in a conduit or element of a suspension or associated system, such as a roll control system.
  • Figure 1 exemplifies an embodiment of the present invention in relation to a double wishbone type suspension and associated wheel assembly of a vehicle. DESCRIPTION OF PREFERRED EMBODIMENT
  • cornering force on a tyre acts along a line from the tyre contact patch through the roll centre, so is thus usually acting at an angle to the horizontal e.g. an imaginary line between the contact patch produced by the tyre on the ground and extending through the roll centre.
  • a vertical component to this cornering force also known as a "jacking" force.
  • the forces from the suspension springs usually consist of a support spring force Fss from the respective spring supporting the vehicle body above the wheel assembly (acting in the same direction as the unsprung mass gravitational force) and anti-roll force FAR from a resilient anti-roll device (e.g. anti-roll bar) providing a roll couple on the body (and in the case of the wheel approaching zero load, in the opposite direction).
  • Fcp Fus + Fss - FAR
  • Fus is the weight of the unsprung mass
  • Fss is the support spring force and FAR is the anti-roil force (acting in opposite direction)
  • the gravitational mass of the wheel assembly Fus should be a constant so only the anti roll force F A R and the support spring force Fss need to be calculated. These can be calculated by measuring displacements of conventional mechanical spring suspensions (with limits for travel and non-linear characteristics for bump and rebound stop inclusion). Alternatively, if air spring supports are provided, the pressure in the air spring can be used to help determine the support spring force. Similarly if an hydraulic roll control system is provided, one or more pressures in the hydraulic roll circuits can be used to calculate the forces.
  • one of the two hydraulic lines is pressurised in dependence on the direction of roll moment being applied to the vehicle and the pressure indicates the magnitude of roll moment being provided by the roll control system therefore permitting the anti roll force to be calculated.
  • the front and rear anti-roll bar actuators can be individually controlled such as described in DE 4337765 and/or the actuators may retain some pressure in the other circuit as described in GB 2235168 in which case two or more pressures would be required to calculate all the anti-roll forces contributed by the anti-roll system.
  • Figure 1 shows as an example, a double wishbone type suspension in which the wheel 1 is located to the body (not shown) by an upper wishbone 2 and a lower wishbone 3.
  • the contact patch Where the tyre contacts the ground is known as the contact patch and the centre of the contact patch is marked P.
  • a lateral acceleration is present on the vehicle body which is reacted by lateral forces such as FL at the tyres.
  • the reaction point R is defined as where construction lines through the centre of each wishbone joint meet. So the force at the tyre contact patch P due to the lateral acceleration has a line of action which passes through the reaction point R and therefore through the roll centre C.
  • the jacking force is relevant to independent suspensions generally, not just the double wishbone example shown. Therefore the calculation above can be used in any independent suspension to accurately predict when the vertical force at the contact patch is close to zero.
  • the present invention is particularly applicable to independent suspensions, and whilst it does not precisely predict normal wheel loads, embodiments do accurately calculate vertical force at the contact patch when the vertical force is close to zero, which is a significant advantage. It is accurate because measuring the suspension spring forces F S s and FAR inherently takes into account the RMD, height of the centre of mass, the load in the vehicle and its height, the lateral acceleration on the vehicle body, etc.
  • shock absorber or damping force can be estimated from one or more of wheel position, velocity and acceleration.
  • an inertia force of the unsprung mass can be included (preferably with the shock absorber or damper force as the damping force counters the inertia force to a greater or lesser extent).
  • damping forces can be significant for relatively small amplitude wheel motions, but when the frequency of these motions is greater than typical whole body motions these damping forces are unlikely to be producing any significant effect on the vehicle roll over stability for example. Therefore while including further refinements, such as damping forces into the calculation can provide increased accuracy in some situations, low pass filters can be required in respect of these additional forces to prevent false triggering of the vehicle dynamic control system due to higher frequency (say over 5Hz for example) forces at the wheels.
  • One or more actions can be triggered once it has been determined that the vehicle is approaching a dynamic limit. For example, power or torque of the engine can be limited, reduced or cut.
  • the vehicle's transmission can be controlled or the brakes controlled either using the vehicle's existing Electronic Stability Program (ESP) controller or any other similar or dedicated controller.
  • ESP Electronic Stability Program
  • One or more stiffness parameters, settings or characteristics in the vehicle suspension can be changed (e.g. switched or continuously controlled) to alter steering characteristics of the vehicle (such as understeer-oversteer characteristics) and/or to stiffen one or more modes of the suspension.
  • suspension damping can be controlled.
  • the vertical forces at the tyre contact patches can be changed by controlling one or more forces in the suspension system, such as by active control of the RMD of the suspension system, preferably by using independent control of the front and rear anti-roll bar forces.
  • active control of the RMD of the suspension system preferably by using independent control of the front and rear anti-roll bar forces.
  • reducing engine power can be effective when low load on a wheel is due to a combination of cornering and acceleration, it may not be sufficient to control vehicle stability where the low load is due to lateral acceleration alone or combined with braking. Therefore, more than one system may be required to effect control.
  • the use of individual braking control such as provided by an ESP system, can be used to maintain load on the lightly loaded wheel and also control the path followed by the vehicle using a stability system already provided on many vehicles.
  • stiffness switching devices which vary the stiffness of the suspension dependent on conditions such as speed, driving style, terrain, vehicle acceleration(s) and/or driver selectable switch position.
  • modal stiffness systems which provide a low warp or other modal stiffness.
  • Damping can be increased by a wide variety of methods depending on the particular suspension system, either by increasing the damping force at each wheel or by increasing modal damping where possible.
  • modal damping can be increased where dampers are provided which have their primary action in modes such as roll. Examples of such roll damping can be found in US 7,384,054 and WO2006/092012 (which as already noted are by the present applicant and incorporated herein by reference) where roll damping is provided by dampers for the accumulators.
  • Pitch damping is additionally provided in the applicant's PCT publications WO 2004/076211 and WO 2006/010226 details of which are incorporated in their entirety herein by reference, as well as the applicant's previously referenced WO 2004/052667 also incorporated in its entirety herein by reference. Warp damping can be provided in all of these modal suspension systems, for example in WO2006/092012 by dampers in the longitudinal lines also incorporated in its entirety herein by reference.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

Le procédé consiste à fournir une entrée à au moins un système de commande d'un véhicule, a) en déterminant qu'une force sensiblement verticale au niveau de la zone de contact entre le sol et au moins un ensemble roue du véhicule dans les virages s'approche d'une valeur approchant zéro ou est d'une valeur pratiquement égale à zéro, et b) en fournissant un signal en tant qu'entrée au(x) système(s) de commande dérivé(s) de la valeur déterminée en a). Le procédé peut comprendre la commande d'une limite dynamique d'un véhicule, comprenant les étapes consistant à : i) déterminer qu'une force sensiblement verticale au niveau de la zone de contact entre le sol et au moins un ensemble roue du véhicule dans des virages s'approche d'une valeur zéro ou est d'une valeur pratiquement égale à zéro; et ii) fournir à au moins un système de commande du véhicule un signal dérivé de la valeur déterminée à l'étape précédente en tant qu'entrée; et iii) commander, actionner, lancer ou modifier le fonctionnement du système de commande pour ramener le véhicule dans la limite dynamique.
PCT/AU2008/001590 2007-10-29 2008-10-28 Commande de stabilité d'un véhicule WO2009055841A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2007905922 2007-10-29
AU2007905922A AU2007905922A0 (en) 2007-10-29 Stability control for a vehicle

Publications (1)

Publication Number Publication Date
WO2009055841A1 true WO2009055841A1 (fr) 2009-05-07

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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015065700A (ja) * 2010-01-08 2015-04-09 インターデイジタル パテント ホールディングス インコーポレイテッド 接続モード中にホワイトリストにｃｓｇ識別を追加する方法および機器
US9913206B2 (en) 2008-03-21 2018-03-06 Interdigital Patent Holdings, Inc. Method and apparatus for searching for closed subscriber group cells
WO2022159974A1 (fr) * 2021-01-22 2022-07-28 Continental Automotive Systems, Inc. Calcul de charge de véhicule à haute précision
US11827232B2 (en) 2021-01-22 2023-11-28 Continental Automotive Systems, Inc. High accuracy vehicle load management
US11865887B2 (en) 2021-10-12 2024-01-09 DRiV Automotive Inc. Suspension system with incremental roll and pitch stiffness control
US11865889B2 (en) 2021-10-12 2024-01-09 DRiV Automotive Inc. Suspension system with comfort valves between cross-over hydraulic circuits
US11912092B2 (en) 2021-10-12 2024-02-27 DRiV Automotive Inc. Suspension leak check systems and methods
US11919355B2 (en) 2021-10-12 2024-03-05 DRiV Automotive Inc. Valve diagnostic systems and methods
US11938772B2 (en) 2021-10-12 2024-03-26 DRiV Automotive Inc. System for grading filling of a hydraulic suspension system
US12059937B2 (en) 2021-10-12 2024-08-13 DRiV Automotive Inc. Suspension system with roll and pitch stiffness deactivation based on road profile information
US12097739B2 (en) 2021-10-12 2024-09-24 DRiV Automotive Inc. Pump rinsing systems and methods

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US6356188B1 (en) * 2000-09-25 2002-03-12 Ford Global Technologies, Inc. Wheel lift identification for an automotive vehicle
US6397127B1 (en) * 2000-09-25 2002-05-28 Ford Global Technologies, Inc. Steering actuated wheel lift identification for an automotive vehicle
US20040010383A1 (en) * 2000-09-25 2004-01-15 Jianbo Lu Passive wheel lift identification for an automotive vehicle using operating input torque to wheel
US20060006017A1 (en) * 2004-07-12 2006-01-12 Fuji Jukogyo Kabushiki Kaisha Wheel ground-contact state judging device and method and vehicle motion control device

Patent Citations (5)

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Publication number Priority date Publication date Assignee Title
US6356188B1 (en) * 2000-09-25 2002-03-12 Ford Global Technologies, Inc. Wheel lift identification for an automotive vehicle
US20020056582A1 (en) * 2000-09-25 2002-05-16 Chubb Erik Christopher Wheel lift identification for an automotive vehicle
US6397127B1 (en) * 2000-09-25 2002-05-28 Ford Global Technologies, Inc. Steering actuated wheel lift identification for an automotive vehicle
US20040010383A1 (en) * 2000-09-25 2004-01-15 Jianbo Lu Passive wheel lift identification for an automotive vehicle using operating input torque to wheel
US20060006017A1 (en) * 2004-07-12 2006-01-12 Fuji Jukogyo Kabushiki Kaisha Wheel ground-contact state judging device and method and vehicle motion control device

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9913206B2 (en) 2008-03-21 2018-03-06 Interdigital Patent Holdings, Inc. Method and apparatus for searching for closed subscriber group cells
JP2015065700A (ja) * 2010-01-08 2015-04-09 インターデイジタル パテント ホールディングス インコーポレイテッド 接続モード中にホワイトリストにｃｓｇ識別を追加する方法および機器
US9467884B2 (en) 2010-01-08 2016-10-11 Interdigital Patent Holdings, Inc. Method and apparatus for adding CSG identities to a white list in connected mode
US10165481B2 (en) 2010-01-08 2018-12-25 Interdigital Patent Holdings, Inc. Method and apparatus for adding CSG identities to a white list in connected mode
WO2022159974A1 (fr) * 2021-01-22 2022-07-28 Continental Automotive Systems, Inc. Calcul de charge de véhicule à haute précision
US11827232B2 (en) 2021-01-22 2023-11-28 Continental Automotive Systems, Inc. High accuracy vehicle load management
US11865887B2 (en) 2021-10-12 2024-01-09 DRiV Automotive Inc. Suspension system with incremental roll and pitch stiffness control
US11865889B2 (en) 2021-10-12 2024-01-09 DRiV Automotive Inc. Suspension system with comfort valves between cross-over hydraulic circuits
US11912092B2 (en) 2021-10-12 2024-02-27 DRiV Automotive Inc. Suspension leak check systems and methods
US11919355B2 (en) 2021-10-12 2024-03-05 DRiV Automotive Inc. Valve diagnostic systems and methods
US11938772B2 (en) 2021-10-12 2024-03-26 DRiV Automotive Inc. System for grading filling of a hydraulic suspension system
US12059937B2 (en) 2021-10-12 2024-08-13 DRiV Automotive Inc. Suspension system with roll and pitch stiffness deactivation based on road profile information
US12097739B2 (en) 2021-10-12 2024-09-24 DRiV Automotive Inc. Pump rinsing systems and methods

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