U.S. patent application number 13/073000 was filed with the patent office on 2012-10-04 for battery disconnect unit and method of assembling the battery disconnect unit.
This patent application is currently assigned to LG CHEM, LTD.. Invention is credited to Bob Matejek, Bob Merriman, Mark Niedzwiecki, Greg Phillips, Bryan Symons, Hee Kook Yang.
Application Number | 20120251866 13/073000 |
Document ID | / |
Family ID | 45757337 |
Filed Date | 2012-10-04 |
United States Patent
Application |
20120251866 |
Kind Code |
A1 |
Matejek; Bob ; et
al. |
October 4, 2012 |
BATTERY DISCONNECT UNIT AND METHOD OF ASSEMBLING THE BATTERY
DISCONNECT UNIT
Abstract
A battery disconnect unit for selectively coupling a battery
pack to a load is provided. The unit includes a base portion that
holds first and second contactors, a pre-charging relay, and a
charging relay, thereon. The unit further includes a circuit board
having first, second, third and fourth bus bars disposed thereon.
The first and second bus bars are coupled to first and second
terminals, respectively, of the first contactor. The first bus bar
is further coupled to the battery pack, and the second bus bar is
further coupled to the load. The third and fourth bus bars are
coupled to third and fourth terminals, respectively, of the second
contactor. The third bus bar is further coupled to the battery
pack, and the fourth bus bar is further coupled to the load.
Inventors: |
Matejek; Bob; (Oakland,
MI) ; Niedzwiecki; Mark; (Troy, MI) ;
Phillips; Greg; (White Lake, MI) ; Yang; Hee
Kook; (Troy, MI) ; Symons; Bryan; (Westland,
MI) ; Merriman; Bob; (Shelby Twp., MI) |
Assignee: |
LG CHEM, LTD.
Seoul
KR
|
Family ID: |
45757337 |
Appl. No.: |
13/073000 |
Filed: |
March 28, 2011 |
Current U.S.
Class: |
429/123 ;
29/428 |
Current CPC
Class: |
Y02T 10/7044 20130101;
H02J 7/0045 20130101; B60L 3/04 20130101; Y10T 29/49826 20150115;
Y02T 10/70 20130101; B60L 58/18 20190201; Y02T 10/705 20130101;
Y02T 10/7005 20130101; B60L 3/0046 20130101 |
Class at
Publication: |
429/123 ;
29/428 |
International
Class: |
H01M 2/26 20060101
H01M002/26; B23P 11/00 20060101 B23P011/00 |
Claims
1. A battery disconnect unit for selectively coupling a battery
pack to a load, comprising: a base portion configured to hold first
and second contactors, a pre-charging relay, and a charging relay,
thereon; a circuit board having first, second, third, and fourth
bus bars coupled thereto extending outwardly from the circuit
board; the first and second bus bars being coupled to first and
second terminals, respectively, of the first contactor, the first
bus bar further configured to be electrically coupled to a first
voltage terminal of the battery pack, the second bus bar further
configured to be electrically coupled to a first end of the load;
the third and fourth bus bars being coupled to first and second
terminals, respectively, of the second contactor, the third bus bar
further configured to be electrically coupled to a second voltage
terminal of the battery pack, the fourth bus bar further configured
to be electrically coupled to a second end of the load; and the
circuit board further includes a pre-charging resistor disposed
thereon, the pre-charging relay and the pre-charging resistor being
coupled in series with one another, and further coupled in parallel
to the first contactor, such that a first control signal induces
the pre-charging relay to electrically couple the first voltage
terminal of the battery pack through the pre-charging resistor to
the first end of the load, and a second control signal induces the
second contactor to electrically couple the second voltage terminal
of the battery pack to the second end of the load, for pre-charging
the load.
2. (canceled)
3. The battery disconnect unit of claim 1, wherein a third control
signal induces the first contactor to electrically couple the first
voltage terminal of the battery pack to the first end of the load
to energize the load.
4. The battery disconnect unit of claim 1, wherein the circuit
board further includes first and second connector terminal
assemblies coupled thereto.
5. The battery disconnect unit of claim 4, wherein the first
connector terminal assembly is electrically coupled to a
pre-charging relay coil in the pre-charging relay, and the first
connector terminal assembly is further electrically coupled to a
charging relay coil in the charging relay.
6. The battery disconnect unit of claim 4, wherein the second
connector terminal assembly is electrically coupled to a first
contactor coil of the first contactor, and the second connector
terminal assembly is further electrically coupled to a second
contactor coil of the second contactor.
7. The battery disconnect unit of claim 1, further comprising a
cover portion configured to be attached to the base portion.
8. A method for assembling a battery disconnect unit, comprising:
disposing first and second contactors, a pre-charging relay, and a
charging relay, on a base portion; disposing a circuit board having
first, second, third and fourth bus bars, above the base portion;
coupling the first bus bar to a first terminal of the first
contactor such that the first terminal of the first contactor is
configured to be electrically coupled to a first voltage terminal
of a battery pack utilizing the first bus bar; coupling the second
bus bar to a second terminal of the first contactor such that the
second terminal of the first contactor is configured to be
electrically coupled to a first end of a load utilizing the second
bus bar; coupling the third bus bar to a first terminal of the
second contactor such that the first terminal of the second
contactor is configured to be electrically coupled to a second
voltage terminal of the battery pack utilizing the third bus bar;
coupling the fourth bus bar to a second terminal of the second
contactor such that the second terminal of the second contactor is
configured to be electrically coupled to a second end of the load
utilizing the fourth bar; and coupling a cover portion to the base
portion such that the first and second contactors, the charging
relay, and the circuit board are disposed between the base portion
and the cover portion.
9. The method of claim 8, further comprising coupling the
pre-charging relay and a pre-charging resistor in series with one
another, and further coupling the pre-charging relay and the
pre-charging resistor in parallel to the first contactor, such that
a first control signal induces the pre-charging relay to
electrically couple the first voltage terminal of the battery pack
through the pre-charging resistor to the first end of the load, and
a second control signal induces the second contactor to
electrically couple the second voltage terminal of the battery pack
to the second end of the load, for pre-charging the load.
10. A battery disconnect unit for selectively coupling a battery
pack to a load, comprising: a base portion configured to hold first
and second contactors, a pre-charging relay, and a charging relay,
thereon; a circuit board having first, second, third, and fourth
bus bars coupled thereto extending outwardly from the circuit
board; the first and second bus bars being coupled to first and
second terminals, respectively, of the first contactor, the first
bus bar further configured to be electrically coupled to a first
voltage terminal of the battery pack, the second bus bar further
configured to be electrically coupled to a first end of the load;
the third and fourth bus bars being coupled to first and second
terminals, respectively, of the second contactor, the third bus bar
further configured to be electrically coupled to a second voltage
terminal of the battery pack, the fourth bus bar further configured
to be electrically coupled to a second end of the load; and a
pre-charging resistor electrically coupled in series with the
pre-charging relay, the pre-charging resistor and the pre-charging
relay being further electrically coupled in parallel to the first
contactor, such that a first control signal induces the
pre-charging relay to electrically couple the first voltage
terminal of the battery pack through the pre-charging resistor to
the first end of the load, and a second control signal induces the
second contactor to electrically couple the second voltage terminal
of the battery pack to the second end of the load, for pre-charging
the load.
11. The battery disconnect unit of claim 10, wherein a third
control signal induces the first contactor to electrically couple
the first voltage terminal of the battery pack to the first end of
the load to energize the load.
12. The battery disconnect unit of claim 10, wherein the circuit
board further includes first and second connector terminal
assemblies coupled thereto.
13. The battery disconnect unit of claim 12, wherein the first
connector terminal assembly is electrically coupled to a
pre-charging relay coil in the pre-charging relay, and the first
connector terminal assembly is further electrically coupled to a
charging relay coil in the charging relay.
14. The battery disconnect unit of claim 13, wherein the second
connector terminal assembly is electrically coupled to a first
contactor coil of the first contactor, and the second connector
terminal assembly is further electrically coupled to a second
contactor coil of the second contactor.
15. The battery disconnect unit of claim 10, further comprising a
cover portion configured to be attached to the base portion.
Description
BACKGROUND
[0001] A battery electrical system that can disconnect a battery
from a hybrid vehicle powertrain has been utilized. However, the
battery electrical system has individual distinct wires coupled to
each component and is extremely time consuming to assemble and is
prone to assembly errors.
[0002] Accordingly, the inventors herein have recognized a need for
an improved battery disconnect unit that reduces and/or minimizes
the above-mentioned deficiencies.
SUMMARY
[0003] A battery disconnect unit for selectively coupling a battery
pack to a load in accordance with an exemplary embodiment is
provided. The battery disconnect unit includes a base portion
configured to hold first and second contactors, a pre-charging
relay, and a charging relay, thereon. The battery disconnect unit
further includes a circuit board having first, second, third, and
fourth bus bars coupled thereto extending outwardly from the
circuit board. The first and second bus bars are coupled to first
and second terminals, respectively, of the first contactor. The
first bus bar is further configured to be coupled to the battery
pack. The second bus bar is further configured to be coupled to the
load. The third and fourth bus bars are coupled to third and fourth
terminals, respectively, of the second contactor. The third bus bar
is further configured to be coupled to the battery pack, and the
fourth bus bar is further configured to be coupled to the load.
[0004] A method for assembling a battery disconnect unit in
accordance with another exemplary embodiment is provided. The
method includes disposing first and second contactors, a
pre-charging relay, and a charging relay, on a base portion. The
method further includes disposing a circuit board having first,
second, third and fourth bus bars, above the base portion. The
method further includes coupling the first and second bus bars to
first and second terminals, respectively, of the first contactor.
The method further includes coupling the third and fourth bus bars
to first and second terminals, respectively, of the second
contactor. The method further includes coupling a cover portion to
the base portion such that the first and second contactors, the
charging relay, and the circuit board are disposed between the base
portion and the cover portion.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] FIG. 1 is a schematic of a hybrid vehicle having a battery
disconnect unit in accordance with an exemplary embodiment;
[0006] FIG. 2 is an isometric view of the battery disconnect unit
of FIG. 1;
[0007] FIG. 3 is another isometric view of a portion of the battery
disconnect unit of FIG. 1;
[0008] FIG. 4 is a top view of a portion of the battery disconnect
unit of FIG. 1;
[0009] FIG. 5 is another top view of a portion of the battery
disconnect unit of FIG. 1;
[0010] FIG. 6 is another top view of a portion of the battery
disconnect unit of FIG. 1;
[0011] FIG. 7 is an isometric view of a circuit board utilized in
the battery disconnect unit of FIG. 4; and
[0012] FIG. 8 is a flowchart of a method for assembling the battery
disconnect unit of FIG. 1 in accordance with another exemplary
embodiment.
DETAILED DESCRIPTION
[0013] Referring to FIGS. 1 and 2, a hybrid vehicle 10 having a
battery disconnect unit 30 in accordance with an exemplary
embodiment is provided. The hybrid vehicle 10 includes a battery
pack 20, the battery disconnect unit 30, the hybrid powertrain
system 34, a capacitor 36, a charging system 450, and a
microprocessor 42. For purposes of understanding, the term load
used herein refers to an electrical load. For example, a load can
include at least one of the capacitor 36 and the hybrid powertrain
system 34.
[0014] The battery pack 20 is configured to output an operational
voltage for the hybrid powertrain system 34. In one exemplary
embodiment, the battery pack 20 includes a plurality of lithium-ion
battery modules coupled together in series or in parallel to one
another. Of course, in alternative embodiment, other types of
battery modules could be utilized in the battery pack 20, as known
to those skilled in the art.
[0015] The battery disconnect unit 30 is configured to selectively
electrically couple the battery pack 20 to the hybrid powertrain
system 34 which is an electrical load. The battery disconnect unit
30 includes a base portion 60, a charging relay 62, a pre-charging
relay 64, first and second contactors 70, 74, a circuit board 80,
first, second, third, fourth bus bars 90, 92, 94, 96, a
pre-charging resistor 110, first, second, and third connector
terminal assemblies 120, 130, 140, and a cover portion 142.
[0016] The base portion 60 is configured to hold the charging relay
62, the pre-charging relay 64, the first and second contactors 70,
74, and the circuit board 80 thereon. In one exemplary embodiment,
the base portion 60 is constructed of plastic. Also, the base
portion 60 may be attached to the charging relay 62, the
pre-charging relay 64, and the first and second contactors 70, 74
utilizing screws or bolts. Of course, other attachment devices are
contemplated in alternative embodiments.
[0017] Referring to FIGS. 1 and 3-6, the charging relay 62 is
electrically coupled between the charging system 40 and the battery
pack 20. The charging relay 62 includes a charging relay switch
160, a charging relay coil 162, first and second charging relay
terminals 164, 166, nuts 168, 170, and shafts 172, 174. The
charging relay coil 162 induces the charging relay switch 160 to
have a closed operational position in response to the charging
relay coil 162 receiving a control signal from the microprocessor
42. When the microprocessor 42 removes the control signal from the
coil 162, the switch 160 has an open operational position. In one
exemplary embodiment, the charging relay switch 160 has a current
capacity of 40 Amps. Of course in an alternative embodiment, the
charging relay switch 160 could have a current capacity less than
40 Amps or greater than 40 Amps. The first charging relay terminal
164 is electrically coupled to the node 260 which is further
electrically coupled to a positive voltage terminal of the battery
pack 20. The second charging relay terminal 166 is electrically
coupled to the charging system 40. Referring to FIGS. 3, 5 and 7,
the nut 168 is utilized to couple the shaft 172 to the circuit
board 80. The nut 174 is utilized to couple the shaft 174 to the
circuit board 80. The charging relay 62 is coupled to the base
portion 60 utilizing screws 176, 178.
[0018] Referring to FIGS. 1 and 3-6, the pre-charging relay 64 is
electrically coupled between the battery pack 20 and the hybrid
power train system 34. The node 260 is electrically coupled to a
positive voltage terminal of the battery pack 20 and a node 270 is
electrically coupled to the hybrid power train system 34. The
pre-charging relay 64 includes a pre-charging relay switch 190, a
pre-charging relay coil 192, first and second pre-charging relay
terminals 194, 196, nuts 198, 200, and shafts 202, 204. The
pre-charging relay coil 192 induces the pre-charging relay switch
190 to have a closed operational position in response to the
pre-charging relay coil 192 receiving a control signal from the
microprocessor 42. When the microprocessor 42 removes the control
signal from the coil 192, the switch 190 has an open operational
position. In one exemplary embodiment, the pre-charging relay
switch 190 has a current capacity of 15 Amps. Of course in an
alternative embodiment, the pre-charging relay switch 190 could
have a current capacity less than 15 Amps or greater than 15 Amps.
The first pre-charging relay terminal 194 is electrically coupled
to the node 260 that is further electrically coupled to a positive
voltage terminal of the battery pack 20. The second pre-charging
relay terminal 196 is electrically coupled in series with the
pre-charging resistor 110, which is coupled to the node 270 which
is further electrically coupled to the hybrid powertrain system 34.
Referring to FIGS. 3, 5 and 7, the nut 198 is utilized to couple
the shaft 202 to the circuit board 80. The nut 200 is utilized to
couple the shaft 204 to the circuit board 80. The pre-charging
relay 64 is coupled to the base portion 60 utilizing screws 206,
208.
[0019] Referring to FIGS. 1 and 3-6, the first contactor 70 is
electrically coupled between a positive voltage terminal of the
battery pack 20 and the hybrid power train system 34. The first
contactor 70 includes a first contactor switch 210, a first
contactor coil 212, first and second terminals 214, 216, and nuts
218, 220. The first contactor coil 212 induces the first contactor
switch 210 to have a closed operational position in response to the
first contactor coil 212 receiving a control signal from the
microprocessor 42. When the microprocessor 42 removes the control
signal from the coil 212, the switch 210 has an open operational
position. The first terminal 214 is electrically coupled to the
node 260 and to the battery pack 20 via the first bus bar 90. The
second terminal 216 is electrically coupled to the node 270 and to
the hybrid power train system 34 via the second bus bar 92.
Referring to FIGS. 3, 5 and 7, the nut 218 is utilized to couple
the first terminal 214 to the first bus bar 90, and the nut 220 is
utilized to couple the second terminal 216 to the second bus bar
92. The screws 222, 224 are utilized to couple the first contactor
70 to the base portion 60. In one exemplary embodiment, the first
contactor switch 210 has a current capacity of 500 Amps. Of course
in an alternative embodiment, the first contactor switch 210 could
have a current capacity less than 500 Amps or greater than 500
Amps.
[0020] Referring to FIGS. 1 and 3-6, the second contactor 74 is
electrically coupled between a negative voltage terminal of the
battery pack 20 and the hybrid power train system 34. The second
contactor 74 includes a second contactor switch 230, a second
contactor coil 232, first and second terminals 234, 236, and nuts
238, 240. The second contactor coil 232 induces the second
contactor switch 230 to have a closed operational position in
response to the second contactor coil 232 receiving a control
signal from the microprocessor 42. When the microprocessor 42
removes the control signal from the coil 232, the switch 230 has an
open operational position. The first terminal 234 is electrically
coupled to the node 260 and to the battery pack 20 via the third
bus bar 94. The second terminal 236 is electrically coupled to the
node 270 and to the hybrid power train system 34 via the fourth bus
bar 96. Referring to FIGS. 3, 5, and 7, the nut 238 is utilized to
couple the first terminal 234 to the third bus bar 94, and the nut
240 is utilized to couple the second terminal 236 to the fourth bus
bar 96. The screws 242, 244 are utilized to couple the second
contactor 74 to the base portion 60. In one exemplary embodiment,
the second contactor switch 230 has a current capacity of 500 Amps.
Of course in an alternative embodiment, the second contactor switch
230 could have a current capacity less than 500 Amps or greater
than 500 Amps.
[0021] Referring to FIGS. 1 and 7, the circuit board 80 is
configured to hold the first, second, third, fourth bus bars 90,
92, 94, 96, the pre-charging resistor 110, and the first and second
connector terminal assemblies 120, 130 on a first side thereof. The
bus bars 90, 92, 94, 96 have tabs extending through the circuit
board and are soldered to electrical traces on the circuit board
80. In an exemplary embodiment, the bus bars 90, 94, 94, 96 extend
outwardly from the circuit board 80 for coupling to terminals of
the contactors that are not disposed directly underneath the
circuit board 80. Further, the first, second, third, fourth bus
bars 90, 92, 94, 96 have apertures 290, 292, 294, 296,
respectively, that are configured to receive the terminals 214,
216, 234, 236, respectively, therethrough. In one exemplary
embodiment, the first, second, third, fourth bus bars 90, 92, 94,
96 are constructed of copper. Of course, in alternative embodiment,
the bus bars could be constructed of other conductive materials
known to those skilled in the art. In one exemplary embodiment, the
pre-charging resistor 110 has a resistance value of 25 Ohms and a
current capacity of 2 Amps. Of course, in an alternative
embodiment, the pre-charging resistor 110 could have a resistance
greater than 25 Ohms or less than 25 Ohms. Also, the pre-charging
resistor 110 could have a current capacity greater than 2 Amps or
less than 2 Amps. Further, in an alternative embodiment, the
pre-charging resistor 110 could be disposed at another location off
of the circuit board 80. It is also noted that the components on
the circuit board 80 may vary based on the functional and
electrical requirements of the charging system 40 or the hybrid
powertrain system 34.
[0022] Referring to FIGS. 1 and 5, the first connector terminal
assembly 120 is electrically coupled to the charging relay coil 162
and the pre-charging relay coil 192. The first connector terminal
assembly 120 is further electrically coupled to the microprocessor
42 that generates control signals for energizing the charging relay
coil 162 and the pre-charging relay coil 192, via the first
connector terminal assembly 120.
[0023] The second connector terminal assembly 130 is electrically
coupled to the first and second terminals 214, 216 of the first
contactor 70, the first contactor coil 212, the first and second
terminals 214, 216 of the second contactor 74, and the second
contactor coil 232. The second connector terminal assembly 130 is
further electrically coupled to the microprocessor 42 that
generates control signals for energizing the first and second
contactor coils 212, 232 via the second connector terminal assembly
130. The microprocessor 42 can also perform diagnostics on the
contactors 70, 74 by measuring a voltage across the first and
second terminals 214, 216 of the first contactor 70, and a voltage
across the first and second terminals 214, 216 of the second
contactor 74 via the second connector terminal assembly 130.
[0024] The third connector terminal assembly 140 is coupled to the
base portion 60. The third connector terminal assembly 140 is
electrically coupled to the charging relay coil 162 and the
pre-charging relay coil 192. The third connector terminal assembly
140 is further electrically coupled to the microprocessor 42. The
microprocessor 42 can also perform diagnostics on the charging
relay coil 162 and the pre-charging relay coil 192 by measuring a
voltage at the charging relay coil 162, and a voltage at the
pre-charging relay coil 192, via the third connector terminal
assembly 140.
[0025] Referring to FIG. 2, the cover portion 142 is configured to
be selectively coupled to the base portion 60 such that the
remaining components of the battery disconnect unit 30 are disposed
between the base portion 60 and the cover portion 142. In one
exemplary embodiment, the cover portion 142 is constructed of
plastic.
[0026] Referring to FIG. 1, the hybrid powertrain system 34 is
electrically coupled between the nodes 270, 280 and the electrical
contactors 70, 74. When the contactors 70, 72 have a closed
operational position, the battery pack 20 is electrically connected
to the hybrid powertrain system 34 and an operational voltage from
the battery pack 20 is applied to the hybrid powertrain system 34.
When at least one of the contactors 70, 72 has an open operational
position, an operational voltage from the battery pack 20 is
removed from the hybrid powertrain system 34.
[0027] The capacitor 36 is coupled between the nodes 270, 280 and
is electrically coupled in parallel with the hybrid powertrain
system 34. The capacitor 36 is also a portion of the electrical
load.
[0028] During operation, the microprocessor 42 generates control
signals to induce the pre-charging relay 64 to have a closed
operational position and the contactor 70 to have a closed
operational position to apply an operational voltage to the
capacitor 36 to charge the capacitor 36. Thereafter, the
microprocessor 42 generates control signals to induce both the
contactors 70, 72 to have a closed operational position, when the
pre-charging relay 64 has an open operational position, to connect
the battery pack 20 to the hybrid powertrain system 34 such that an
operational voltage from the battery pack 20 is applied to the
hybrid powertrain system 34. When the microprocessor 42 determines
to remove the operational voltage from the hybrid powertrain system
34, the microprocessor 42 removes the control signals from the
coils of the contactors 70, 72 to induce the contactors 70, 72 to
have open operational positions to disconnect the battery pack 20
from the hybrid powertrain system 34. When the microprocessor 42
determines that the battery pack 20 needs to be charged by the
charging system 40, the microprocessor 42 generates control signals
to induce the charging relay 62 and the contactor 74 to have closed
operational positions to apply an operational voltage from the
charging system 40 to the battery pack 20.
[0029] Referring to FIG. 8, a flowchart of method for assembling
the battery disconnect unit 30 in accordance with another exemplary
embodiment is illustrated.
[0030] At step 300, an operator disposes the first and second
contactors 70, 74, the pre-charging relay 64, and the charging
relay 62, on the base portion 60.
[0031] At step 302, the operator disposes the circuit board 80
having first, second, third and fourth bus bars 90, 92, 94, 95, the
pre-charging resistor 110, and first and second connector terminal
assemblies 120, 130 coupled thereto, above the base portion 60. The
first connector terminal assembly 120 is electrically coupled to
the charging relay 62 and to the pre-charging relay 64. The second
connector terminal assembly 130 is electrically coupled to the
first and second contactors 70, 74.
[0032] At step 304, the operator couples the first and second bus
bars 90, 92 to first and second terminals 214, 216, respectively,
of the first contactor 70.
[0033] At step 306, the operator couples the third and fourth bus
bars 94, 96 to first and second terminals 234, 236, respectively,
of the second contactor 74.
[0034] At step 308, the operator couples the cover portion 142 to
the base portion 60 such that the first and second contactors 70,
74, the pre-charging relay 64, the charging relay 62 and the
circuit board 80 are disposed between the base portion 60 and the
cover portion 142.
[0035] The battery disconnect unit 30 and the method of assembly of
the unit 30 provide a substantial advantage over other units and
methods. In particular, the battery disconnect unit 30 provides a
technical effect of utilizing a circuit board having first, second,
third, and fourth bus bars, and a pre-charging resistor disposed
thereon that greatly simplifies the assembly of the battery
disconnect unit 30 as compared with other units and methods, and
reduces assembly errors.
[0036] While the claimed invention has been described in detail in
connection with only a limited number of embodiments, it should be
readily understood that the invention is not limited to such
disclosed embodiments. Rather, the claimed invention can be
modified to incorporate any number of variations, alterations,
substitutions or equivalent arrangements not heretofore described,
but which are commensurate with the spirit and scope of the
invention. Additionally, while various embodiments of the claimed
invention have been described, it is to be understood that aspects
of the invention may include only some of the described
embodiments. Accordingly, the claimed invention is not to be seen
as limited by the foregoing description.
* * * * *