CROSS-REFERENCE TO RELATED APPLICATION
This application claims the benefit of and priority to French Patent Application No. FR2304909, filed May 17, 2023, entitled SYSTEM FOR MANAGING THE MOVEMENT OF A TRANSPORT VEHICLE, NEAR A PLATFORM FACADE, PLATFORM FACADE AND CORRESPONDING METHOD OF IMPLEMENTATION, the entire disclosure of which is hereby incorporated by reference herein.
TECHNICAL FIELD OF THE INVENTION
The present invention relates to the field of platform facades, which are generally placed in a station along a section of track, allowing the circulation of a transport vehicle. For the purposes of the invention, such a transport vehicle is in particular of the train, tramway, metro, trolleybus or even bus type. Such a platform facade includes a plurality of landing doors, which can be equipped with a single leaf or with several leaves, typically two leaves. The latter can in particular be of the sliding type, or can even be a plugging-and-sliding door.
The present invention relates more specifically to a system making it possible to manage the movement of a transport vehicle when it is near this platform facade. This management includes in particular the departure authorization, given to this vehicle initially stopped facing the platform façade. The invention also relates to a platform facade, which is equipped with such a management system. Finally, it concerns a method for the implementation of this management system.
STATE OF THE ART
The overall traffic of transport vehicles, in the sense given above, is constantly increasing. This not only makes it easier for users to travel, but also respects ecological constraints as much as possible. It is easily understood that, when the transport vehicle arrives near the platform, there is a risk that the passengers will fall onto the track. In this case, they run the risk of serious injury or even death.
In order to improve this situation, it is increasingly planned to equip platforms with equipment called “platform facade”. This facade includes a chassis, typically made in the form of a transparent or translucent screen. Furthermore, this facade is hollowed out with different openings, which are closed by so-called landing doors with one or two leaves. When the transport vehicle stops along the platform, each landing door is intended to be facing a corresponding door belonging to the vehicle. These landing doors are movable between a so-called closing configuration, in which they prevent the passage of users towards the vehicle, and an access configuration in which they allow the passage of users towards the vehicle.
Although platform facades, as described above, provide a significant safety advantage, they create a specific additional danger. Indeed, when traveling between the interior of the vehicle and the platform, there is a risk of users being trapped. The latter can thus find themselves blocked between the facing walls, belonging respectively to the landing door and to the vehicle door, after closing these doors. This risk of entrapment is increased, particularly in cases where the number of users in motion is high. It is understood that this situation must also be prohibited, in that it is seriously detrimental to the physical integrity of users.
In order to remedy this specific danger, it is known to carry out a detection of the space located between the vehicle and the platform facade, before authorizing the departure of the vehicle. In English, this operation is called GHD (Gap Hazard Detection). Numerous patent documents are known which deal with this type of detection.
CN 102 529 981 B describes a platform facade, comprising infrared emitters which cooperate with receivers placed on a train. If an obstacle is present between the platform facade and the train, the aforementioned obstacle interrupts the infrared beam. An alarm is then triggered, which prohibits the movement of the train and requires the intervention of an operator.
Furthermore, CN 114 044 005 proposes to use two different types of sensors, namely firstly laser sensors mounted on the train as well as infrared sensors provided on the platform facade. The combination of these different pieces of equipment makes it possible to reduce the rate of false alarms.
CN 214 823 230 will also be cited here, which discloses detection of obstacles between the platform facade and the vehicle, using laser remote sensing or “LIDAR” (acronym for the expression “Laser Imaging Detection And Ranging”). According to the teaching of this document, the beam of a first set of sensors is oriented in a first direction, while the beam of another set of sensors is oriented in a different direction.
Finally, US2019/291754 will be mentioned, which concerns an anti-pinch system comprising in particular a three-dimensional laser radar associated with an alarm. When the platform facade and the facing door are in a closed state, the radar detects a possible obstacle in the space separating this facade and the door. An alarm is issued if necessary, depending on the result of this detection.
As emerges from the above, the main aim of the prior art is above all to improve the precision of the detection of a possible obstacle, present between the platform facade and the vehicle.
However, it can be noted that, in general, such detection is an operation which takes a relatively long time. However, the state of the art does not offer a solution capable of streamlining the overall traffic of different transport vehicles.
Consequently, a first objective of the invention is to propose a system which makes it possible to reduce, if necessary, the stopping time of the vehicle along the platform, while ensuring perfectly safe management of the detection of a possible obstacle located between the vehicle and the platform facade.
Another objective of the invention is to propose a system for managing the movement of a transport vehicle which can be implemented, conveniently, as part of a modernization or “upgrade” of a platform façade which is already existing.
Another objective of the invention is to propose such a system for managing the movement of a transport vehicle, the structure of which is simple and the cost price relatively moderate.
OBJECTS OF THE INVENTION
According to the invention, at least one of the above objectives is achieved by means of a management system (I), making it possible to manage the movement of a transport vehicle (200) near a platform facade (100), said management system comprising
- at least one detection unit (1-4), each of which comprises a presence identification module (10-40), capable of identifying a possible untimely presence between said facade and said vehicle, each detection unit further comprising a distance determination module (15-45), capable of determining a so-called instantaneous distance (Dinst), at the level of a so-called reference plane (Pref), said instantaneous distance separating the facing walls (104, 280) belonging respectively to said facade and said vehicle,
- a departure authorization module (60), capable of authorizing the departure of the train, and
- control means (50) which are configured to activate the departure authorization module,
- the management system being characterized in that the control means are configured to directly activate the departure authorization module, that is to say without activation of the presence identification module (10-40), if the distance determination measuring module (15-45) of each of said detection units determines an instantaneous distance (Dinst) less than a threshold distance (Ds) having a predetermined value.
According to other features of the management system according to the invention:
- each distance determination module (15-45) comprises at least one so-called measuring sensor (17) capable of measuring a so-called measured distance (Dmes) between said facing walls (104, 280), at the level of a plane called measurement plane (Pmes) which is possibly different from the reference plane, this module comprising in particular two sensors (17) intended to be placed in the immediate vicinity, in particular on either side, of a landing door of the platform façade;
- the or each sensor (17) is of the laser remote sensing type;
- each distance determination module (15-45) comprises a calculation module (55) capable of calculating the instantaneous distance (Dinst) from the measured distance (Dmes) provided by the or each sensor.
These additional features can be implemented with the main object above, individually or in any technically compatible combinations.
The invention also relates to a platform facade (100) comprising a chassis (102), at least one opening (115-145) provided in this chassis and at least one landing door (110-140) each of which is movable between a closing configuration in which it prevents passage through the opening, as well as an access configuration in which it allows said passage,
- this facade being characterized in that it comprises a management system (I) as above, at least one landing door, advantageously the majority of the landing doors and, preferably, each landing door being equipped with a respective detection unit (1-4) belonging to the management system (I).
According to other features of the platform facade conforming to the invention:
- the platform facade includes a management system as above, a facade in which each measurement sensor (17) is placed above the reference plane (Pref);
- the beam (18) of each measurement sensor (17) extends substantially horizontally in service;
- the presence identification module (10) comprises at least one identification sensor (12), fixed on the platform facade projecting relative to the chassis in the direction of the track, the beam (13) of each identification sensor extending substantially vertically in service.
These additional features can be implemented with the second main object above, individually or in any technically compatible combinations.
The invention also relates to a method of implementing a management system above, this method comprising the following steps:
- for at least one landing door on the platform facade, advantageously for the majority of landing doors and, preferably, for each landing door, the instantaneous distance (Dinst) is determined at the level of the reference plane (Pref), separating the facing walls (104, 280) belonging respectively to the platform facade (100) and to the transport vehicle (200), which is stopped facing said façade;
- each instantaneous distance (Dinst) is compared with the threshold distance (Ds);
- if each instantaneous distance is less than the threshold distance, the departure authorization module (60) is directly activated, that is to say without activating the presence identification module (10).
According to other characteristics of the process according to the invention:
- a so-called measured distance (Dmes) is measured at the level of a measurement plane (Pmes) distinct from the reference plane (Pref), then the instantaneous distance (Dinst) is determined by calculation from the measured distance;
- if each instantaneous distance is less than the threshold distance for a first group of landing doors, while each instantaneous distance is greater than the threshold distance for a second group of landing doors, the presence identification module (10) is activated for the second group, but not for the first group;
- the threshold distance (Ds) is between 100 and 400 mm.
These additional features can be implemented with the third main object above, individually or in any technically compatible combinations.
It will be noted first of all that it is to the merit of the Applicant to have identified the causes underlying the disadvantages of the prior art above. In essence, the existing solutions all involve a relatively long stop of a transport vehicle, along the facade. Indeed, the state of the art systematically provides for the detection of a possible obstacle between the platform facade and the door facing the vehicle.
However, the Applicant has realized that, in certain cases which will be detailed below, such detection is superfluous. Thus, the invention firstly provides for a measurement of the distance between the platform facade and the vehicle. If this distance is too short for there to be a risk of a user being trapped, it is not necessary to carry out the classic detection step.
Consequently, in the cases mentioned above, the invention makes it possible to reduce the stopping time of the vehicle along the facade. In fact, the invention then dispenses with the obstacle detection step. The corresponding time saving is of the order of 200 ms, a duration which is significant in the case of vehicles having a high frequency of passage, such as when metro lines are put into service.
It will also be noted that the distance measurement step, specific to the invention, is particularly fast. Under these conditions, if it is necessary to carry out the obstacle detection step, after this distance measurement step, the overall process is not substantially lengthened compared to the prior art.
In addition, the management system according to the invention can be implemented on a platform facade, in a particularly simple manner. In fact, one can advantageously use a presence identification module, which is already existing on this facade. In this case one simply puts in place the distance measuring module, as well as the appropriate electrical connections with the control board.
DESCRIPTION OF FIGURES
The invention will be described below, with reference to the appended drawings, given solely as non-limiting examples, in which:
FIG. 1 is a front view, illustrating a platform facade capable of being equipped by means of a system according to the invention, ensuring the management of the movement of a transport vehicle along this platform facade.
FIG. 2 is a front view, schematically illustrating a transport vehicle capable of stopping along the platform facade of FIG. 1.
FIG. 3 is a front view, on a larger scale, illustrating a landing door belonging to the platform facade of FIG. 1, as well as a detection unit associated with this landing door, this detection unit belonging to the management system of FIG. 1.
FIG. 4 is a side view, illustrating the landing door and the detection unit of FIG. 3, as well as a transport vehicle placed opposite them.
FIG. 5 is a front view, schematically illustrating both several landing doors of the platform facade as well as different components of the management system according to the invention.
FIG. 6 is a logical diagram, illustrating different stages of a process for implementing the management system according to the invention.
FIG. 7 is a side view, similar to FIG. 4, illustrating the transport vehicle of this FIG. 4 in a first configuration.
FIG. 8 is a side view, similar to FIG. 7, illustrating the transport vehicle of this FIG. 7 in a configuration different from that of FIG. 7.
FIG. 9 is a side view, similar to FIGS. 7 and 8, illustrating the transport vehicle of these FIGS. 7 and 8 in a configuration even different from those of FIGS. 7 and 8.
FIG. 10 is a side view, similar to FIG. 7, illustrating the landing door and the detection unit of FIG. 7, as well as a transport vehicle different from that of FIG. 7.
FIG. 11 is a side view, similar to FIG. 10, illustrating the transport vehicle of this FIG. 10 in a configuration different from that of FIG. 10.
FIG. 12 is a side view, similar to FIGS. 7 and 10, illustrating the landing door and the detection unit of these FIGS. 7 and 10, as well as a transport vehicle still different from that of FIGS. 7 and 10.
DETAILED DESCRIPTION
FIG. 1 illustrates, schematically and partially, a platform facade 100 capable of being equipped by means of a management system I in accordance with the invention, which will be described in detail below. This platform facade firstly comprises a chassis 102, produced in the form of a screen that is most often transparent and translucent. This chassis is fixed, by any appropriate means of a type known per se, on a platform 1000 extending along a traffic track for a transport vehicle. With particular reference to FIGS. 2 and 4, this traffic track is for example formed by rails 2000 which are shown very schematically. In FIG. 4 we note 104 the exterior wall, that is to say facing the track, belonging to the platform facade.
The platform facade is equipped with classic landing doors, which are generally provided in a number of between six and twenty. In FIG. 1 only the end landing doors 110 and 120, as well as 130 and 140, are shown. The aforementioned chassis 102 constitutes the frame for each of these landing doors, while their opening is formed by at least one leaf, in the illustrated example two leaves whose facing edges are marked by dotted lines. In a manner known per se, the leaves are movable between a so-called access position, in which they allow passage through openings 115 to 145 provided in the chassis, as well as a so-called closing position in which they prohibit the aforementioned passage.
The transport vehicle 200, the movement of which can be managed thanks to the system I according to the invention, is illustrated in FIGS. 2 and 4. It comprises in a manner known per se at least one and, in the example illustrated, several cars, among which only those at the end 201 and 204 are shown in FIG. 2. Furthermore, FIG. 4 illustrates more specifically the car 201, it being understood that the other cars have a similar structure. Each car comprises a body 250, which rests on wheels 270 supporting suspensions 290 and 292 visible in particular in FIG. 9. Reference number 280 designates the side wall or flank of the body, which is turned towards the platform facade, reference number 282 the opposite side wall, as well as reference number 284 its roof.
Each car of the transport vehicle is also equipped with at least one and, in general, typically several doors allowing users to get into and out of the vehicle. In the following, to avoid confusion with the expression “landing doors” belonging to the platform facade, these doors will be called “vehicle doors”. In FIG. 2, analogously to FIG. 1, only the end doors 210 and 220, as well as 230 and 240, belonging to the transport vehicle 200 are illustrated. These doors can be of any type known per se, in particular with two leaves whose facing edges are shown by dotted lines in FIG. 2.
Conventionally, the total number of vehicle doors 210 to 240 is less than or equal to the total number of landing doors 110 to 140. In this way, each vehicle door can be associated with a landing door which guarantees the safety of user access. However, it can be expected that vehicles have a number of doors less than the number of landing doors, so that certain landing doors are not used when stopping this vehicle. Typically, the width of landing doors is slightly greater than that of vehicle doors, with a difference between these widths which is typically between 200 and 400 mm. This makes it possible to take into account possible variations in the positioning of vehicles when they stop at a station.
The system I according to the invention, making it possible to measure/manage the distance between the transport vehicle 200 and the platform facade 100, will now be described. This system I firstly comprises a plurality of detection units, each of which advantageously equips a respective landing door. In the figures, only the detection units 1 to 4, fitted to the end landing doors 110 to 140, are illustrated. We will describe one of its detection units in more detail, it being understood that the others 2 to 4 have a similar structure. For each detection unit 2 to 4, the constituent elements similar to those of unit 1 are assigned the same reference numbers, increased respectively by the numbers 10, 20 and 30.
With reference to FIGS. 3 and 4, the detection unit 1 firstly comprises a module 10 which is called presence identification. As shown in FIG. 5, the different modules 10 to 40 are connected to a general control board 50, via respective lines 11 to 41. This presence identification module 10, of conventional type, comprises a plurality of sensors 12 which are fixed, by any appropriate means, on a canopy 150. The latter projects, from the top of the chassis 102, towards the traffic lane 2000.
In the present embodiment, each sensor 12 is of the laser remote sensing or “LIDAR” type according to the explanation given above. In general, other types of sensors can be provided to ensure the desired function.
As shown in particular in FIGS. 3 and 4, the different beams 13 of the sensors 12 are directed in a substantially vertical manner, having the shape of a cone flared downwards. This means that these beams are either strictly vertical or form a slight angle with the vertical. This angle is for example less than 20°, typically being close to 10°.
The aforementioned beams 13 are capable of covering most of the surface of the GAP space, located between the facing doors belonging respectively to the platform facade and to the vehicle. The arrangement of the sensors 12 and their beams 13, as described above, is for example consistent with that of the facades equipping the platforms of line 4 of the Paris metro.
In accordance with the invention, the detection unit 1 further comprises an additional module 15, which is called a distance determination module. This module firstly comprises at least one distance measuring sensor 17, fixed on the chassis 102 of the landing door by any appropriate means. Advantageously, as shown in particular in FIG. 3, two identical sensors 17 are provided on either side of the opening in the landing door. As shown in FIG. 5, the different sensors 17 to 47 are connected to the control board 50, via respective lines 16 to 46.
These sensors 17 are intended to measure the distance, separating the facing walls 104 and 280 belonging respectively to the platform facade 100 and to the vehicle 200. To ensure this function, the sensors 17 can be similar to those 12 above, in particularly of the laser or LIDAR remote sensing type. As shown in particular in FIGS. 3 and 4, the beam 18 of each sensor 17 is directed in a substantially horizontal manner, having the shape of a flared cone towards the body 250 of the vehicle. This means that this beam 18 is directed, either strictly horizontally, or by forming an angle of a few degrees with the horizontal, this angle typically corresponding to the transverse inclination of the track.
According to the invention it is a question of determining the so-called instantaneous distance Dinst separating, at the time of stopping at the vehicle station, the aforementioned walls at the level of a so-called reference plane Pref. The latter is located at a so-called reference height Href (see in particular FIG. 4), which is typically close to 1 meter. According to a first possibility not shown in the figures, each sensor 17 is fixed on the platform facade, at the height of this reference plane. This allows a so-called direct determination, since the value given by each sensor corresponds to the desired distance Dinst. However, such a solution is likely to bring problems, first of all in terms of integration. Furthermore, such positioning of sensors can cause unwanted interactions with passengers, in particular damage.
Under these conditions, it is preferred to fix the sensors 17 on the upper part of the chassis 102, at a so-called measurement height Hmes (see in particular FIG. 7) which is different from the reference height Href mentioned above. The sensor 17 allows access to a so-called measured distance, which is denoted Dmes in FIGS. 7 to 11, which should be understood as possibly not being equal to the distance Dinst since these distances are not evaluated at the same height. Consequently, advantageously, the distance determination module 15 further comprises a calculation module 55 (see FIGS. 4 and 5), typically provided at the level of the control board 50. This module 55 is capable of determining the value Dinst from the Dmes value taking into account in particular the inclination of the body 250 of the vehicle, the known geometry of the side of the vehicle, as well as the difference in altitudes between the measurement height and the reference height.
For this purpose the calculation module 55 advantageously uses the inclination value, provided by an inclinometer 255 shown schematically in FIG. 4. The latter makes it possible to measure, in a conventional manner, the angle a250 between the vertical YY and the main vertical axis Y250 of the body (see in particular FIG. 8). In the case where at least two sensors are provided per landing door, which deliver respective individual values Dmes(1) to Dmes(i), with i greater than or equal to 2, the distance retained Dmes can be adapted according to totality of collected data. This distance retained may, among other things, correspond either to the arithmetic mean of these individual values, or to the highest of these values.
The implementation of management system 1, as described above, will now be explained in general with reference to the logic diagram in FIG. 6. It is first assumed that the vehicle 200 is stopped opposite the platform facade 100 and that the various landing doors, as well as the various vehicle doors, are closed. It is then necessary, in step 500, to access the different instantaneous distances Dinst, for each of the landing doors opposite which there are vehicle doors.
Then, in step 510, each instantaneous distance Dinst is compared to a predetermined threshold distance Ds. This value typically corresponds to a distance between the platform facade and the vehicle, below which it is in practice impossible for a user to find themselves stuck between this platform facade and this vehicle. Typically, this threshold distance is between 100 mm (millimeters) and 400 mm. The value of this distance may vary, if necessary, depending on operational considerations.
If for at least one landing door the instantaneous distance is greater than the threshold distance, this means that there is a risk of users being trapped. Under these conditions, the presence identification step 520 is carried out, via the module 10. This identification is advantageously implemented only at the level of the landing doors for which the instantaneous distance is greater than the threshold distance. In other words, for other landing doors, the identification step is not implemented. This makes it possible to avoid cases called “false positives”, corresponding to a detection of the side of the vehicle incorrectly interpreted as the presence of a passenger trapped between the landing door and the vehicle door.
Step 520 is carried out in a manner known per se. If at least one module 10 detects the presence of a user, an alarm is generated in step 530. On the contrary, if no module 10 detects such a presence, departure authorization is granted to the vehicle according to step 540. To this end, with reference to FIG. 5, the control board 50 is connected to a module 60 called departure authorization, via a respective control line 61.
On the other hand, if the instantaneous distance Dinst is less than the threshold distance Ds for all the landing doors, this means that there is no risk of users being trapped. Under these conditions, in accordance with a particularly advantageous aspect of the invention, step 520 is not implemented and the authorization to start step 540 is directly delivered. Since this step 520 is then dispensed with, this allows a significant energy saving as well as a notable reduction in the vehicle's stopping time at the station.
We will now, with reference to FIGS. 7 to 11, give several practical cases of implementation of the invention. These cases differ from each other, in particular depending on the overall dimensions of the vehicle body as well as its inclination.
In FIG. 7, the vehicle 200 is in the same configuration as in FIG. 4, namely that the main axis Y250 of the body is substantially coincident with the vertical. Furthermore, it is assumed that the side wall 280 is not curved, in a vertical direction. Consequently, the distance Dmes(1) measured by the sensors 17 at the measurement plane Pmes corresponds to the instantaneous distance Dinst(1) at the reference plane Pref. It is also assumed that the width of the body is relatively small, so that the GAP space has relatively large transverse dimensions. Consequently, the instantaneous distance Dinst(1) is greater than the threshold distance Ds, so that the presence identification step is implemented.
With reference to FIG. 8, it is now assumed that the same vehicle 200 rests on rails 2000, which form an angle a2000 with the horizontal. Consequently, the body leans towards the platform facade, its main axis Y250 forming an angle a250 with the vertical. It can be seen that, under these conditions, the instantaneous distance Dinst(2) is less than that Dinst(1) in FIG. 7. This instantaneous distance is determined indirectly, by first measuring the distance Dmes(2) which is different from Dinst(2), due to the inclination of the body. To access Dinst(2), the calculation module 55 then takes into account both the value of the angle a250 as well as the difference in altitudes DH between the measurement height and the reference height.
As shown in FIG. 8, Dinst(2) is less than the threshold distance Ds. Consequently, at least for the landing door at which this value is calculated, the presence identification step is not implemented via module 10. It should be noted that if the instantaneous distance is less than the threshold distance for all the landing doors, departure authorization can be given without having to implement presence identification. On the other hand, if this instantaneous distance is greater than the threshold distance for a group including at least one landing door, departure authorization is not granted. In fact, presence identification must be carried out for this group of landing doors concerned.
FIG. 9 illustrates a situation in which the vehicle 200 rests on horizontal rails, but its body 250 is inclined relative to the bogie 260. This is shown schematically, in that the suspension 290 adjacent to the platform is more compressed than that 292 opposite this same platform. Consequently, as in FIG. 8, the body of the vehicle leans towards the platform facade. Under these conditions, the distance Dmes(3) is different from Dinst(3), so that the determination of the value of Dinst(3) involves the calculation module 55. It is also assumed that this value Dinst(3) is less than Ds, so that the same steps are implemented as in the case of FIG. 8.
FIG. 10 represents a configuration similar to that of FIG. 7, namely that the main axis Y350 of the body 350 of this vehicle 300 coincides with the vertical. However, this vehicle 300 has a width greater than that of the vehicle 200. In this way, its side wall 380 is closer to the facing wall 104 of the platform facade 100, than is the side wall 280 of the vehicle. 200. As shown in FIG. 10, the distance Dinst(4), which is equal to the distance Dmes(4) given the absence of inclination of the body, is less than the threshold distance Ds. Consequently, we find ourselves in the case explained with reference to FIGS. 8 and 9 above.
Finally, FIG. 11 represents a very wide vehicle 300, illustrated in FIG. 10, which rests on rails 3000 inclined relative to the horizontal. However, these rails 3000 form an angle a3000 whose value is opposite to that of the angle a2000, visible in FIG. 8. In other words, the body 350 is leaning opposite the platform facade 100. By consequently, the instantaneous distance Dinst(5) is less than that Dinst(4) in FIG. 10. This instantaneous distance is calculated, via module 55, from the measured distance Dmes(5). It is assumed that, in this case, Dinst(5) is greater than the threshold distance Ds, so that the same steps as in the case of FIG. 7 are implemented. The configuration of FIG. 11 also corresponds to a situation, not shown, in which the body 350 is inclined relative to the bogie, in the opposite manner to the arrangement of FIG. 9.
In the examples described above, with particular reference to FIGS. 4 as well as 7 to 11, it has been assumed that the transport vehicle has vertical and regular sides in order to simplify the reasoning. In practice, the real geometry of the vehicles is known so that it can be taken into account by the calculation module 55. In order to illustrate such a case, reference will be made to FIG. 12 which illustrates a car 401 whose flanks 480 and 482 have projections 481 and 483, in their upper part. The instantaneous distance Dinst will therefore be determined, from the measured distance Dmes, taking into account this specific geometry.
Patent Application
20240383513
