U.S. patent application number 14/107706 was filed with the patent office on 2014-04-17 for parallel hybrid electric vehicle power management system and adaptive power management method and program therefor.
This patent application is currently assigned to BAE SYSTEMS CONTROLS INC.. The applicant listed for this patent is Erin HISSONG, Derek MATTHEWS, Filippo MUGGEO, Brendan PANCHERI, Jurgen SCHULTE. Invention is credited to Erin HISSONG, Derek MATTHEWS, Filippo MUGGEO, Brendan PANCHERI, Jurgen SCHULTE.
Application Number | 20140107879 14/107706 |
Document ID | / |
Family ID | 46679183 |
Filed Date | 2014-04-17 |
United States Patent
Application |
20140107879 |
Kind Code |
A1 |
SCHULTE; Jurgen ; et
al. |
April 17, 2014 |
PARALLEL HYBRID ELECTRIC VEHICLE POWER MANAGEMENT SYSTEM AND
ADAPTIVE POWER MANAGEMENT METHOD AND PROGRAM THEREFOR
Abstract
A system, computer readable storage device and method for
controlling torque in a hybrid electric vehicle are disclosed. The
method comprises determining a state of charge of an energy storage
device, obtaining a reference state of charge, obtaining an error
from a difference between the determined state of charge and the
reference state of charge; and apportioning torque between a motor
and an engine based upon the error. The motor is electrically
coupled to the energy storage device and powered by the energy
storage device. A state of charge (SOC) correction factor is
determined based upon the error. The SOC correction factor is used
to adjust a torque ratio of motor to engine torque that is
determined for a given torque command.
Inventors: |
SCHULTE; Jurgen; (Vestal,
NY) ; MUGGEO; Filippo; (Endwell, NY) ;
MATTHEWS; Derek; (Vestal, NY) ; PANCHERI;
Brendan; (Binghamton, NY) ; HISSONG; Erin;
(Vestal, NY) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SCHULTE; Jurgen
MUGGEO; Filippo
MATTHEWS; Derek
PANCHERI; Brendan
HISSONG; Erin |
Vestal
Endwell
Vestal
Binghamton
Vestal |
NY
NY
NY
NY
NY |
US
US
US
US
US |
|
|
Assignee: |
BAE SYSTEMS CONTROLS INC.
Endicott
NY
|
Family ID: |
46679183 |
Appl. No.: |
14/107706 |
Filed: |
December 16, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
13205191 |
Aug 8, 2011 |
8612078 |
|
|
14107706 |
|
|
|
|
Current U.S.
Class: |
701/22 ;
180/65.265; 903/930 |
Current CPC
Class: |
B60W 20/00 20130101;
B60K 6/48 20130101; B60W 2710/083 20130101; Y02T 10/7258 20130101;
Y10S 903/93 20130101; B60W 2510/244 20130101; Y02T 10/6221
20130101; B60W 10/06 20130101; Y02T 10/72 20130101; B60W 2710/0666
20130101; Y02T 10/6286 20130101; B60W 20/13 20160101; Y02T 10/62
20130101; B60W 10/26 20130101; B60W 2710/244 20130101; B60W 20/11
20160101; B60W 20/14 20160101; B60W 30/18127 20130101; B60W 10/08
20130101 |
Class at
Publication: |
701/22 ;
180/65.265; 903/930 |
International
Class: |
B60W 20/00 20060101
B60W020/00; B60W 10/08 20060101 B60W010/08; B60W 10/06 20060101
B60W010/06 |
Claims
1. A method for controlling torque in a hybrid electric vehicle
comprising: determining a state of charge of an energy storage
device; obtaining a reference state of charge; obtaining an error
from a difference between said determined state of charge and said
reference state of charge; and apportioning torque between a motor
and an engine based upon said error, said motor being electrically
coupled to said energy storage device and powered by said energy
storage device.
2. The method for controlling torque in a hybrid electric vehicle
according to claim 1, wherein said reference state of charge is
constant.
3. The method for controlling torque in a hybrid electric vehicle
according to claim 1, wherein said reference state of charge is
calculated using a reference plant model.
4. The method for controlling torque in a hybrid electric vehicle
according to claim 1, further comprising: obtaining a state of
charge correction factor based upon said error.
5. The method for controlling torque in a hybrid electric vehicle
according to claim 4, further comprising: receiving a torque
command and wherein said apportioning between said motor and said
engine comprises: determining a ratio of power from said motor and
power from said engine based upon said received torque command; and
adjusting said ratio based upon said state of charge correction
factor.
6. The method for controlling torque in a hybrid electric vehicle
according to claim 1, further comprising: charging said energy
storage device using only regenerative braking, said charging
resulting in an increase in a state of charge for said energy
storage device.
7. The method for controlling torque in a hybrid electric vehicle
according to claim 1, wherein said motor uses only said charged
energy from said regenerative braking without charging said energy
storage device with power from said engine.
8. The method for controlling torque in a hybrid electric vehicle
according to claim 4, further comprising: receiving a torque
command and wherein said apportioning of torque between said motor
and said engine comprises: determining a torque contribution from
said motor and from said engine based upon said received torque
command; and adjusting said motor torque contribution based upon
said state of charge correction factor.
9. The method for controlling torque in a hybrid electric vehicle
according to claim 4, further comprising: storing said state of
charge correction factor.
10. The method for controlling torque in a hybrid electric vehicle
according to claim 9, wherein said stored state of charge
correction factor is associated with a type of drive cycle.
11. The method for controlling torque in a hybrid electric vehicle
according to claim 10, further comprising: receiving a reset
request indicating a reset condition, said reset request including
a new type of drive cycle; retrieving a state of charge correction
factor associated with the new type of drive cycle; setting the
state of charge correction factor to the retrieved state of charge
correction factor; and adjusting said motor torque contribution
based upon said set state of charge correction factor.
12. The method for controlling torque in a hybrid electric vehicle
according to claim 1, further comprising: monitoring at least one
operating parameter for said hybrid electric vehicle; and adjusting
the reference state of charge based upon said monitored at least
one operating parameter.
13. The method for controlling torque in a hybrid electric vehicle
according to claim 5, further comprising: monitoring at least one
operating parameter for said hybrid electric vehicle; and adjusting
the obtained state of charge correction factor based upon said
monitored at least one operating parameter.
14. A computer readable storage device storing a computer readable
program for causing a computer to execute a method for controlling
the torque in a hybrid electric vehicle, said method comprising:
determining a state of charge of an energy storage device;
obtaining a reference state of charge; obtaining an error from a
difference between said determined state of charge and said
reference state of charge; and apportioning torque between a motor
and an engine based upon said error, said motor being electrically
coupled to said energy storage device and powered by said energy
storage device.
15. A torque control system comprising: a combustion engine; an
energy storage device; a motor controller coupled to said energy
storage device; a motor/generator coupled to said motor controller;
and a system controller for apportioning torque between said
motor/generator and said combustion engine based upon a difference
between a determined state of charge of said energy storage device
and a reference state of charge, said motor controller controls
said motor/generator based upon using power from said energy
storage device.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is a divisional of U.S. application Ser.
No. 13/205,191, filed Aug. 8, 2011, the entire contents of which
are incorporated herein by reference.
[0002] This application is related to co-pending application
entitled Method and Apparatus for Controlling Hybrid Electric
Vehicles assigned to BAE Systems Controls Inc., the entirety of
which is incorporated by reference.
FIELD OF THE INVENTION
[0003] This invention relates to hybrid electric vehicles. More
specifically, the invention relates to a system and method for
managing power discharged from an energy storage device in a hybrid
electric vehicle.
BACKGROUND OF THE INVENTION
[0004] A parallel hybrid electric vehicle (HEV) uses two parallel
power paths to provide the required torque for moving the vehicle.
One of the parallel power paths include an electric motor which
receives power from an energy storage device (ESD). The second path
typically uses a combustion engine. Regulating the energy supplied
from the ESD is essential for the viability of the HEV and to
maximize fuel economy. A state of charge (SOC) for the ESD is
usually controlled by providing an usage window, which is limited
by an upper and a lower SOC value. The usage of ESD energy while
operating in this window is not regulated. If the SOC drops below
the lower SOC value, a controller causes the engine to recharge the
ESD. However, this management method decreases the life of the ESD
and may decrease the fuel economy performance of the vehicle.
SUMMARY OF THE INVENTION
[0005] Accordingly, disclosed is a system and method for managing
the SOC of the ESD that increases the life of the ESD, relative to
a non-regulated control and saves fuel by using energy for
propulsion of the vehicle that has been previously recaptured.
[0006] Disclosed is a method for controlling torque in a hybrid
electric vehicle (HEV). The method comprises determining a state of
charge of an energy storage device, obtaining a reference state of
charge, obtaining an error from a difference between the determined
state of charge and the reference state of charge; and apportioning
torque between a motor and an engine based upon the error. The
motor is electrically coupled to the energy storage device and
powered by the energy storage device.
[0007] The method further comprises monitoring at least one
operating parameter for the hybrid electric vehicle and adjusting
the reference state of charge based upon the monitored at least one
operating parameter.
[0008] The method further comprises obtaining a state of charge
correction factor based upon the error. The state of charge
correction factor is stored in memory. The stored state of charge
correction factor can be associated with a type of drive cycle such
as, but not limited to, a city drive cycle or highway drive
cycle.
[0009] The method further comprises monitoring at least one
operating parameter for the hybrid electric vehicle and adjusting
the obtained state of charge correction factor based upon the
monitored at least one operating parameter.
[0010] The method further comprises receiving a reset request
indicating a reset condition with a new type of drive cycle,
retrieving a state of charge correction factor associated with the
new type of drive cycle, setting the state of charge correction
factor to the retrieved state of charge correction factor and
adjusting the motor torque contribution based upon the set state of
charge correction factor.
[0011] The method further comprises receiving a torque command or a
change in torque command.
[0012] The torque of a motor and an engine is controlled by
determining a ratio of power from the motor and power from an
engine based upon the received torque command and adjusting said
ratio based upon the state of charge correction factor.
[0013] The energy storage device is charged using regenerative
braking. This increases the state of charge for the energy storage
device. The motor uses only the charged energy from a regenerative
braking without charging the energy storage device with power from
the combustion engine.
[0014] The torque of a motor and an engine can be controlled by
determining a torque contribution from the motor and from the
engine based upon the received torque command and adjusting the
motor torque contribution based upon the state of charge correction
factor.
[0015] Also disclosed is a method for controlling a total torque in
a hybrid electric vehicle having an energy storage device, a motor
and a combustion engine. The motor is electrically coupled to the
energy storage device and is powered by the energy storage device.
The total torque is a function of a torque generated by the motor
and the combustion engine. The method comprises charging the energy
storage device by only using energy from regenerative braking
generated when the motor acts as a generator, receiving a torque
command, and controlling the torque generated by the motor by
powering the motor using the charged energy from the recuperative
braking when the torque command is received.
[0016] Also disclosed is a computer readable storage device storing
a computer readable program for causing a computer to execute a
method for controlling the torque in a hybrid electric vehicle. The
method comprises determining a state of charge of an energy storage
device, obtaining a reference state of charge, obtaining an error
from a difference between the determined state of charge and the
reference state of charge, and apportioning torque between a motor
and an engine based upon the error.
[0017] Also disclosed is a torque control system comprising a
combustion engine, an energy storage device, a motor controller
coupled to the energy storage device a motor/generator coupled to
the motor controller and a system controller for apportioning
torque between the motor/generator and the engine based upon a
difference between a determined state of charge of the energy
storage device and a reference state of charge.
BRIEF DESCRIPTION OF THE FIGURES
[0018] These and other features, benefits, and advantages of the
present invention will become apparent by reference to the
following figures, with like reference numbers referring to like
structures across the views, wherein:
[0019] FIG. 1 illustrates an exemplary parallel hybrid electric
vehicle management system according to the invention; and
[0020] FIGS. 2 and 3 illustrate flow charts for managing power
supplied to an electric motor according to the invention.
DETAILED DESCRIPTION OF THE INVENTION
[0021] FIG. 1 illustrates an example of a parallel hybrid electric
vehicle management system (parallel hybrid vehicle or HEV) 1
according to the invention. The parallel hybrid vehicle 1 includes
two parallel power paths: a first path including an internal
combustion engine 130 (hereinafter "engine") and a second path
including electric motor 105. The engine 130 is of a conventional
type that uses gasoline, diesel, bio-diesel, compressed natural gas
(CNG), or other conventional fuel for initiating and sustaining
combustion in one or more combustion chambers. As the workings of
the engine 130 are well known in the art, the present disclosure
will forego providing a detailed description of the operation of
the engine 130 herein for brevity.
[0022] The engine 130 is mechanically coupled to a transmission
system 135. The transmission system 135 provides driver-controlled
or vehicle computer-controlled gear ratio selection from among at
least one gear ratio depending on velocity, torque and acceleration
requirements.
[0023] The electric motor/generator 105 receives electrical energy
from energy storage device (ESD) 100, such as Lithium-Ion
batteries, or other energy storage technologies capable of
providing the necessary electrical power to the electric
motor/generator 105. A motor controller 115 is provided to control
the operation of the electric motor/generator 105. The motor
controller 115 includes an inverter that converts the DC power from
the ESD 100 into AC power for the motor/generator 105. The motor
controller 115 is programmed with a program for executing control
over the motor/generator 105. A system controller 110 controls the
HEV 1. The system controller 110 determines the torque sharing or
apportioning between each of the parallel paths, i.e., the amount
of torque provided by the engine 130 and the motor/generator 105.
Additionally, the system controller 110 provides feedback control
for the torque sharing based upon a trend of the SOC for the ESD
100. The motor controller 115 receives the torque command from the
system controller 110 and controls the motor/generator 105 to the
specified torque.
[0024] The system controller 110 is programmed with a torque
sharing method used to respond to a driver torque command, using a
combination of the torque from the motor/generator 105 and the
engine 130. The torque for the motor/generator 105 determined by
the torque sharing method is adjusted by the system controller 110
using a feedback correction factor (which also effectively adjusts
the torque of the engine). The feedback correction factor is used
to allow the SOC of the ESD 100 to vary instantaneously over a
predetermined reference range, but remain within this reference
range over a drive cycle.
[0025] The system controller 110 adjusts a baseline torque sharing
(determined by a torque sharing method) for both the
motor/generator 105 and engine 130 using the feedback correction
factor. For example, if the feedback correction factor indicates
that the motor/generator 105 should use more energy, the torque
determined for the motor/generator 105 will increase and/or command
motor torque more often. On the other hand, if the feedback
correction factor indicates that the motor/generator 105 should
conserve energy, the torque determined for the motor/generator 105
will decrease and/or command motor torque less often. In other
words, the instantaneous power or duration thereof supplied by the
motor/generator 105 is adjusted.
[0026] The engine 130 can have a separate engine controller (not
shown) which controls the torque of the engine in response to a
torque command. The ESD 100 is configured to provide a voltage
output adequate to drive the electric motor/generator 105 via the
motor controller 115. The voltage output from the battery can be in
the hundreds of volts, for example 325 Volts DC.
[0027] The system controller 110 is responsive to a torque command
received from a driver via a user interface 120 such as an
accelerator pedal or a brake command from the brake 125.
[0028] Additionally, during periods of deceleration, the motor
controller 115 commands a negative torque from the motor/generator
105. In the deceleration situation, this configuration allows the
electric motor/generator 105 to operate as an electric generator in
order to recoup regenerative braking energy for recharging the ESD
100. The ESD 100 is charged by only using energy recouped from
regenerative braking, and no power from the engine 130 is used to
charge the ESD 100.
[0029] The system controller 110 continuously monitors a State of
charge (SOC) of the ESD 100 and outputs a feedback correction
factor to adjust the torque of the motor/generator 105 and engine
130 based upon the net energy flow (SOC) trend of the HEV 1. The
system controller 110 includes a processing section and memory
(both volatile and non-volatile memory). The system controller
memory contains a program to determine a reference SOC value. A
default reference SOC value is also stored in the memory. The
reference SOC value can be constant, i.e., a specific reference
point or a reference range having a upper and lower tolerance,
i.e., operating zone. A specified constant reference SOC can vary
based upon various factors, which can include, but is not limited
to, type of vehicle, vehicle weight or type of ESD 110. The
reference SOC can also be calculated using a reference plant model
of the entire vehicle or subsystem of the vehicle. A reference
plant model is known and will not be described herein in
detail.
[0030] The system controller 110 determines a feedback correction
factor using a determined error which is based on the difference
between the current SOC and reference SOC range. The feedback
correction factor represents whether the parallel hybrid vehicle 1
is trying to conserve or use more energy from the ESD 100. The
feedback correction factor allows the actual SOC to vary within the
entire reference SOC range in short periods of time, but adjust
motor torque so that there is no net SOC increase/decrease over a
long period of time on the same drive cycle. The feedback
correction factor will vary over time; however, the variance will
decrease and eventually stabilize.
[0031] The feedback correction factor is stored in the system
controller memory, either continuously or during shutdown. Upon
startup or reset, the system controller 110 can initialize the
feedback correction factor to one of the stored feedback correction
factors.
[0032] FIGS. 2 and 3 illustrate a method of managing the SOC of the
ESD 100 and controlling the torque of the motor and engine in
accordance with the invention.
[0033] At step 200, the SOC is calculated. The calculation is based
upon battery parameters such as voltage or current. The calculated
SOC is given as a percentage of full capacity. This calculation is
continuously performed as the SOC is in constant flux due to
discharge/charge of the ESD 100 depending on the operational mode
of the motor/generator 105.
[0034] At step 205, the reference SOC is determined by being
calculated or retrieved from memory. As noted above, the reference
SOC can be a reference range. At step 207, the system controller
110 determines an error from the difference between the calculated
SOC (from step 200) and the reference SOC (from step 205). At step
210, the system controller 110 determines a feedback correction
factor using the error determined at step 207. The determination of
the feedback correction factor will be described later in detail
with respect to FIG. 3. The feedback correction factor is used by
the system controller 110 to adjust the apportioning of torque
between the motor/generator 105 and engine 130.
[0035] At step 215, the system controller 110 determines if a
change in the drive torque demand or command was received via the
user interface 120. If no change in the drive torque command was
received, the total torque needed to satisfy the demand remains the
same. Therefore, the torque sharing for the motor/generator 105 and
engine 130 is only determined based upon the feedback correction
factor, at step 225. If the feedback correction factor indicates
that there was a net surplus in electrical energy (the SOC is at
the high end or above the reference SOC), then the system
controller 110 will increase the torque command to the motor
controller 115. In other words, the system controller 110 will
increase the torque sharing ratio of motor power to engine power or
increase the duration of motor torque.
[0036] If the feedback correction factor indicates that there was a
net deficit in electrical energy (the SOC at the low end or below
the reference SOC), then the system controller 110 will decrease
the torque command to the motor controller 115. In other words, the
system controller 110 will decrease the torque sharing ratio of
motor power to engine power or decrease the duration of motor
torque. By effectively using the feedback correction factor to
adjust the power/torque and/or duration of the torque for the
motor/generator 105, the motor/generator 105 only uses energy that
has been previously recaptured through regenerative braking to
yield a charge sustaining torque sharing method.
[0037] If a new torque command was received via the user interface
120, system controller 110 determines the torque ratio needed to
satisfy the new torque command, i.e., the change in total
torque.
[0038] The motor power/torque and/or duration of the motor torque
will be adjusted based upon both the feedback correction factor and
the new torque command, at step 220. The determined torque ratio is
a baseline ratio. The baseline ratio is adjusted using the feedback
correction factor. If the feedback correction factor indicates that
there is a surplus in electrical energy (as a result of having more
charging of the battery via regenerative energy than discharging of
the battery for powering the motor/generator 105, such that the SOC
is at the high end or above the reference SOC range), then system
controller 110 will increase the torque command to the motor
controller 115, which will supply more power to the motor/generator
105 than would have been used, i.e., increase a baseline motor
torque and decrease the engine power.
[0039] If the feedback correction factor indicates that there a net
deficit in the current SOC (as a result of having more discharging
of the battery for powering the motor/generator 105 than charging
the battery via regenerative energy, such that the SOC is at the
low end or below the reference SOC range), then the system
controller 110 will decrease the torque command to the motor
controller 115, which will supply less power to the motor/generator
105 than that would have been used, i.e., decrease the baseline
motor torque and increase engine power. In this manner, maximum
fuel efficiency for the vehicle, and extended life of the ESD 100
can be attained.
[0040] As described herein, the system controller 110 is used to
control the torque ratio and torque of both the motor/generator 105
and engine 130; however, a separate engine controller can be used
to control the engine 130.
[0041] FIG. 3 illustrates a flow chart for determining the feedback
correction factor. At step 300, the system controller 110
determines if a vehicle has just been turned on, i.e., the timing
in the drive cycle. As noted above, the system controller 110
stores a previously determined feedback correction factor in
memory. When the vehicle is turned back on, the system controller
110 can initialize the feedback correction factor to whatever value
it was before the vehicle was turned off, at step 305. The stored
feedback correction factor is retrieved from memory and is set as
the new feedback correction factor. This is particularly useful to
vehicles that drive the same type of drive cycle each day. If the
vehicle was not just turned on, the system controller 110
determines if an initial reset condition exists, at step 310. The
initial reset condition can be an internal reset or an external
reset. If a reset condition exists, then a default feedback
correction factor is retrieved from memory (at step 315) and is
used as the new feedback correction factor. The default feedback
correction factor can be based upon a current vehicle parameter
such as speed, estimated battery life, drive cycle conditions
and/or an input from the driver. For example, a driver can control
the HEV 1 to use one of the stored feedback correction factors via
the user interface 120. Specifically, the driver may issue a reset
to signal the system controller 110 to select a specific feedback
correction factor based upon a type of drive cycle. In other words,
the driver can inform the system controller 110 that the drive
cycle has changed, e.g., city driving to highway driving and that
the feedback correction factor should be reset to the stored
feedback correction factor for the new type of drive cycle. Each of
the stored feedback correction factors can be stored with an
identifier. The identifier can be associated with a type of drive
cycle. Therefore, when the driver inputs a reset with an
identification of a drive cycle via the user interface 120, the
system controller 110 can retrieve the associated feedback
correction factor. Thus there can be a feedback correction factor
stored for a city cycle and another for a highway cycle. For
example, if a driver indicates that the drive cycle has switched to
a highway cycle, the system controller 110 can initialize the
feedback correction factor to a value previously stored in memory
while the HEV 1 was on a highway route.
[0042] Alternatively, the determined drive cycle and other reset
criterion can occur internal to the system controller 110.
[0043] The system controller 110 monitors the stability of the
feedback correction factor. Once the feedback correction factor
becomes stable, the system controller 110 will store the feedback
correction factor for the specified drive cycle in memory as the
default feedback correction factor for the drive cycle for later
use.
[0044] If neither a vehicle turn on nor initial reset condition
exists (N to both decision steps 300 and 310), then the system
controller 110 retrieves variable control loop gains from memory at
step 320. The variable control loop gains can be customized for the
type of vehicle, weight, type of battery, etc. Additionally, the
variable control loop gains can be adjusted based upon real time
parameters such as, but not limited to, an estimated battery life.
At step 325, the system controller 110 determines if the variable
control loop gains need to be adjusted based upon continuously
monitored current real time parameters. If the variable control
loop gains need to be adjusted, they are adjusted at step 335. At
step 330, the feedback correction factor is calculated using the
variable control loop gains and the error. At step 340, the
adjusted feedback correction factor is calculated using the
adjusted variable control loop gains and the error. At step 345,
the calculated feedback correction factor is stored in memory.
[0045] As will be appreciated by one skilled in the art, the
present invention may be embodied as a system, method or computer
program product. Accordingly, the present invention may take the
form of an entirely hardware embodiment, an entirely software
embodiment (including firmware, resident software, micro-code,
etc.) or an embodiment combining software and hardware aspects that
may all generally be referred to herein as "system."
[0046] Various aspects of the present invention may be embodied as
a program, software, or computer instructions embodied in a
computer or machine usable or readable medium, which causes the
computer or machine to perform the steps of the method(s) disclosed
herein when executed on the computer, processor, and/or machine. A
program storage device readable by a machine, tangibly embodying a
program of instructions executable by the machine to perform
various functionalities and methods described in the present
disclosure is also provided.
[0047] The system and method of the present invention may be
implemented and run on a general-purpose computer or
special-purpose computer system. The computer system may be any
type of known or will be known systems.
[0048] The above description provides illustrative examples and it
should not be construed that the present invention is limited to
these particular examples. Thus, various changes and modifications
may be effected by one skilled in the art without departing from
the spirit or scope of the invention as defined in the appended
claims.
* * * * *