Note: Descriptions are shown in the official language in which they were submitted.
CA 02675058 2016-10-28
Docket No. S801.107.102
RAIL CAR COVER SYSTEM
REFERENCE TO RELATED APPLICATION
[0001] This application claims priority to US Provisional Application
Number
61/088,039, which was filed on August 12, 2008.
FIELD OF THE INVENTION
[0002] The invention relates generally to enclosures for vehicles. More
particularly, the
invention relates to enclosures for rail cars.
BACKGROUND OF THE INVENTION
[0003] When transporting relatively large quantities of many types of
products, it is
typically more cost effective to transport the products in bulk where the
products are placed into
the vehicle that is utilized to transport the product.
[0004] Depending on various factors such as the quantity of products
being shipped and
the distance over which the products are being shipped, the products may be
transported in a rail
car, a truck or a trailer. To facilitate placing the product into and/or out
of the transport vehicle,
the transport vehicle may include an open top.
[0005] When transporting various types of products in open top vehicles,
it is possible for
air movement over the product to cause a portion of the product to be blown
out of the transport
vehicle. Even when a relatively small portion of material is blown out of the
transport vehicle, this
lost material may pose problems.
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[0006] For example, when coal is being hauled in open top rail cars,
relatively small coal
particles or dust may be blown out of the rail cars from the flow of air over
the coal as the rail
cars move as well as from ambient winds. Even though the amount of coal that
is blown out of a
particular rail car may be relatively small, the rail cars are typically moved
in relatively long
trains that may each have over 100 rail cars. In addition, in certain areas,
many trains may travel
through the same area numerous times each day, which could result in
significant accumulation
of the material blown out of the rail car over extended periods of time.
[0007] When the coal particles accumulate proximate to the railroad tracks
over which
the trains pass, the quality of the rail bed may be degraded. For example, the
ability of the rail
bed to properly drain water from rain or melting snow is diminished which can
lead to the
saturation of the rail bed and subsoil beneath the tracks. This could lead to
potentially dangerous
situations such as derailment of rail cars.
[0008] There have been various attempts to reduce coal particles escaping
from the rail
cars and contaminating the roadbed and the surrounding environment.
Unfortunately, there are
numerous barriers that exclude the use of a tarp or previously known
mechanical closures. One
example is that sometimes coal is loaded and unloaded from rail cars while
they are moving.
Another example is that some rail cars are completely inverted during the
unloading process and
prior cover designs interfere with the clamps or dumping process.
[0009] One dust controlling technique involves spraying water on top of the
coal. While
water initially works well, water tends to evaporate relatively fast because
of the air flow over
the coal pile as the rail car moves. Additionally, water tends to be in
relatively short supply in
some areas where coal is mined.
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[0010] Another technique involves spraying water soluble chemicals over the
coal to
create a wind resistant crust. While these materials can last much longer than
water, they are
considerably more expensive than water and must be mixed with water, which can
be in
relatively short supply in some regions where coal is mined as noted above.
[0011] During transit, coal tends to shift which can decrease the
effectiveness of the wind
resistant crust. There are also potential issues relating to the water soluble
materials being
compatible with the power plants in which the coal is burned.
[0012] It has also been proposed to place a rigid cover over the rail car.
Prior to the coal
loading or unloading process, the rail car rigid cover is lifted off of the
rail car. Once the process
is completed, the rail car rigid cover is replaced onto the rail car.
[0013] Because of the relatively large size of the rail car rigid cover,
there are challenges
associated with handling the rail car rigid cover during the coal loading
process at the mine and
the unloading process at the power plants. Because of the fact that the rail
car rigid cover
handling equipment may be relatively large and the process cumbersome or in
the case of bottom
dump unloading it may be possible that the rail car rigid cover can remain in
the closed position
on the rail car during the dumping process if it has adequate venting
capabilities.
SUMMARY OF THE INVENTION
[0014] An embodiment of the invention is directed to a rail car cover
system that remains
with the rail car and is movable between a closed position and an open
position. When the rail
car cover system is in the closed position, objects previously placed in the
rail car are precluded
from blowing out of the rail car. The elements such as rain or snow are also
precluded from
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Docket No. S801.107.102
entering the rail car. When in the open position, objects may be placed into
or removed from the
rail car.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] The accompanying drawings are included to provide a further
understanding of
embodiments. The drawings illustrate embodiments and together with the
description serve to
explain principles of embodiments. Other embodiments and many of the intended
advantages of
embodiments will be readily appreciated as they become better understood by
reference to the
following detailed description. The elements of the drawings are not
necessarily to scale
relative to each other. Like reference numerals designate corresponding
similar parts.
[0016] Fig. 1 is a perspective view of a rail car cover system according
to an embodiment
of the invention where the rail car cover system is in a closed configuration.
[0017] Fig. 2 is a side view of the rail car cover system in the closed
configuration.
[0018] Fig. 3 is an end view of the rail car cover system in the closed
configuration.
[0019] Fig. 4 is a perspective view of a corner hinge assembly for the
rail car cover
system.
[0020] Fig. 5 is a perspective view of an intermediate hinge assembly for
the rail car
cover system.
[0021] Figs. 6-13 are perspective views of the rail car cover system
moving from the
closed configuration to an open configuration.
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DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0022] An embodiment of the invention is directed to a rail car cover
system for an open
top vehicle such as a rail car, as illustrated at 10 in the figures. The rail
car cover system 10
substantially covers an upper end 20 of a rail car 22 when in the closed
configuration.
[0023] The rail car 22 does not illustrate wheel assemblies because a
variety of types of
wheel assemblies such as are suited for use on rails or conventional roads may
be used in
conjunction with the rail car cover system 10 of the current invention.
[0024] One advantage of the rail car cover system 10 is that the rail car
cover system 10
provides near complete coal dust mitigation in a highly reliable manner. While
the concepts of
the invention are particularly suited for use in conjunction with rail cars 22
that carry coal, a
person of skill in the art will appreciate that other materials may be
transported in the rail car 22.
The rail car cover system 10 can be adapted for use in conjunction with rail
cars 22 having a
variety of heights, lengths and widths.
[0025] Another advantage of the rail car cover system 10 is that it
enhances the
aerodynamics of the rail car 22, which may be more important when the rail car
22 is moving
empty. Using the rail car cover system 10 in conjunction with the rail car 22
could thereby
enhance the fuel efficiency of the train by up to about 20 percent.
[0026] Yet another advantage of the rail car cover system 10 is that it
reduces the
potential of precipitation entering the rail car 22 and thereby solidifying
the coal in the rail car 22
in freezing temperatures. When this occurs the rail car 22 would need to be
heated before it is
possible to unload the coal from the rail car 22.
[0027] In certain embodiments, the rail car cover system 10 includes a
first cover section
24 and a second cover section 26. The first cover section 24 and the second
cover section 26 are
CA 02675058 2009-08-07
Docket No. S801.107.102
operably attached to opposite sides of the rail car 22. In certain
embodiments, the first cover
section 24 and the second cover section 26 may have a substantially identical
configuration.
[0028] In other embodiments, the rail car cover system 10 may include a
single cover
section or different sizes. It is also possible to fabricate the rail car
cover system 10 having a
length and a width that is less than the length and/or width of the rail car
22 to which it is
attached.
[0029] The first cover section 24 and the second cover section 26 may each
have at least
one corner hinge assembly 30, such as illustrated in Fig. 4. While the corner
hinge assembly 30
may be substantially flat, forming the corner hinge assembly 30 with other
configurations such
as a U-shape cross-section may enhance the strength of the corner hinge
assembly 30. However,
the corner hinge assembly 30 should be relatively flat to allow the rail car
22 to slide into a
relatively small clearance between the rail car 22 and a spill girder of a
rotary dumper (not
shown).
[0030] The corner hinge assembly 30 may have a substantially linear
configuration so
that the corner hinge assembly may be substantially adjacent to an upper
surface on the end of
the rail car 22 in the closed position. This configuration restricts air from
flowing under the
cover system 10 when the rail car 22 is moving.
[0031] The corner hinge assembly 30 may be substantially adjacent to the
outer surface
of the side of the rail car 22 in the open position. This configuration allows
either cover section
24, 26 to slide into extremely small clearance between the spill girder and
the side of the rail car
22 as the rail car 22 enters the barrel of the rotary dumper. The corner hinge
assembly 30 may
be fabricated from a rigid material such as steel that resists deformation and
bending.
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[0032] In certain embodiments, the corner hinge assembly 30 may be operably
attached
to a side of the rail car 22 proximate an upper edge thereof using a hinge
mechanism 36. As is
described in more detail below, the hinge mechanism 36 may enable the corner
hinge assembly
30 to pivot over a range of more than 180 and, in certain embodiments, up to
about 270 such
that the corner hinge assembly 30 may be in a generally horizontal position
for covering the rail
car 22 as well as in a generally vertical position where the corner hinge
assembly 30 is adjacent
to a side of the rail car 22 to facilitate loading and/or unloading of the
rail car 22.
[0033] The hinge ribs 40 in between the corner hinge assemblies have two
functions.
The hinge ribs 40 support fiberglass ribs that sandwich and support the cover.
The hinge ribs 40
also allow the whole assembly to rotate with the arms when the rotary actuator
is moved between
open and closed positions.
[0034] Most of the hinge ribs are intermediate hinges 36. These
intermediate hinges 36
hold the fiberglass at a slightly higher angle when in the closed position. A
first hinge rib from
each corner is a transitional hinge 40. The transitional hinge 40 holds the
fiberglass at a lower
angle in the closed position. This configuration allows the cover to smoothly
transition from the
arched shape in the middle of the rail car 22 to a flat profile at the end
arms. The transitional
hinges 40 may have shorter and stiffer fiberglass ribs that allow for less
curvature of the cover to
thereby transition to the relatively flat end arms.
[0035] In certain embodiments, the corner hinge assembly 30 may have a
width that is
greater proximate a proximal end 32 than proximate a distal end 34. Forming
the corner hinge
assembly 30 with this shape may compensate for the greater forces that are
placed on the corner
hinge assembly 30 proximate the proximal end 32.
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[0036] The geometry of the corner hinge assembly 30 may be such that its
axis is
skewed. This configuration allows the end arms to be plumb and perpendicular
in the open
position, which ensures that the cover 10 will be flat and flush against the
outside of the rail car.
As the corner hinge assemblies 30 rotate to the closed position, the corner
hinge assemblies will
angle in slightly allowing the taut cover to follow the contours of the coal
pile down the center of
the rail car while remaining straight along the hinge line.
[0037] While it is possible to connect the hinges 36 together that extend
along the length
of the rail car 22, an advantage of not connecting the hinges is that the
different hinges may pivot
at different rates such as in response to a force being placed on one of the
hinge assemblies.
Using separate hinges 36 also allows for more axial misalignment on rail cars
that may not be
straight. Separate hinges 36 allow for different amounts of linear axial
movement of the cover
due to tensioning and thermal expansion.
[0038] At least one intermediate hinge assembly 36 may also be provided, as
illustrated
in Fig. 5. In certain embodiments, 2-10 intermediate hinge assemblies 36 are
utilized on each
side of the first cover section 24 and the second cover section 26.
[0039] The fiberglass ribs flexing to convex slop is done to better fit the
shape of the coal
pile and to provide a smooth transition from one cover side to the other as it
arcs over the rail car
and to shed precipitation. The convex shape also gives the cover material some
structural
integrity that allows the cover material to span between adjacent ribs while
minimizing sagging.
[0040] It is possible for the transitional and intermediate hinge assembly
36, 40 to have a
substantially linear configuration or a convex configuration. In addition to
increasing the volume
of product that may be transported in the rail car, forming the intermediate
hinge assembly 36
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Docket No. S801.107.102
with a convex configuration may also increase the strength of the intermediate
hinge assembly
36.
[0041] In certain embodiments, the intermediate hinge assembly 36 is
fabricated from a
flexible material such as fiberglass 42 that is substantially straight when
the cover system 10 is in
the open position and is curved to a convex configuration when the cover
system 10 is in the
closed position.
[0042] While it is illustrated that the corner hinge assembly 30 and the
intermediate
hinge assembly 36 have different shapes, it is possible for the corner hinge
assembly 30 and the
intermediate hinge assembly 36 to have similar shapes. In certain embodiments,
the intermediate
and transitional hinge assemblies 36, 40 may have a substantially planar cross
section or other
shaped profiles.
[0043] In certain embodiments, the intermediate hinge assembly 36 may be
formed from
more than one elongated member 42 that are operably attached together at one
or more locations.
Additionally, in certain embodiments, the intermediate hinge assembly 36 may
have a width that
is greater proximate a proximal end 44 than proximate a distal end 46.
[0044] In certain embodiments, the intermediate hinge assembly 36 may be
operably
attached to a side of the rail car 22 proximate an upper edge thereof using a
hinge mechanism 48.
As is described in more detail below, the hinge mechanism 48 may enable the
intermediate hinge
assembly 36 to pivot over a range of more than 180 and, in certain
embodiments, up to about
270 such that the intermediate hinge assembly 36 may be in a generally
horizontal position for
covering the rail car 22 as well as in a generally vertical position where the
intermediate hinge
assembly 36 is adjacent to a side of the rail car 22 to facilitate loading
and/or unloading of the
rail car 22.
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[0045] In certain embodiments, the cover system 10 may include a lower
frame member
(not shown) that facilitates attachment of the corner hinge assembly 30 and
the intermediate
hinge assembly 40 to the rail car 22.
[0046] Similarly, in certain embodiments, the cover system 10 may include
an upper
frame member (not shown) that extends substantially along a length of the
cover system 10
between the corner hinge assembly 30 and the intermediate hinge assembly 36 or
between the
intermediate hinge assemblies 36 opposite to where the cover system 10
attaches to the rail car
22.
[0047] The corner hinge assembly 30 and the intermediate hinge assembly 36
may be
substantially covered by a flexible material 60 such as a tarp or belting. In
certain embodiments,
the flexible material 60 may be waterproof. Covering the corner hinge assembly
30 and the
intermediate hinge assembly 36 with the flexible material 60 enables the cover
system 10 to bend
such as when coal extends above an upper edge of the rail car 22.
Additionally, the flexible
material 60 and the intermediate hinge assemblies 36 can deflect in response
to the low pressures
caused as the coal is discharged from the bottom of the rail car 22.
[0048] A sleeve may be provided in the flexible material 60 proximate to
where the
intermediate hinge assembly 36 is attached to the flexible material 60. Such a
configuration
enables the flexible material 60 to slide with respect to the intermediate
hinge assembly 36.
[0049] Movement of the first cover section 24 and the second cover section
26 between
the open and closed configurations may be accomplished using a mechanical
assist such as a
hydraulic actuator 70. Depending on the size of the rail car cover system 10,
it is also possible to
manually move the first cover section 24 and the second cover section 26
between the open and
closed configurations. Another method is to use the train movement.
CA 02675058 2009-08-07
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[0050] At least one of the hydraulic actuators 70 is placed along each side
of the rail car.
In certain embodiments, one of the hydraulic actuators 70 is an integral part
of the corner hinge
assembly 30 while in other embodiments, the hydraulic actuator 70 is placed
adjacent to each of
the corner hinge assemblies 30. The hydraulic actuator 70 is selected with a
sufficient capacity
to move the first cover section 24 and the second cover section 26 between the
open and closed
positions. The hydraulic actuator 70 may also be mounted inside of the rail
car 22. A mounting
bracket is used to attach the hydraulic actuator 70 to the rail car 22.
[0051] In certain embodiments, the operation of the rail car cover system
10 is controlled
with DC hydraulic pump that is operably connected to the hydraulic actuator
70. Through the
use of hydraulic actuators 70 to control the operation of the rail car cover
system 10, the rail car
cover system 10 operates in a highly reliable manner independent of external
factors such as the
ambient temperature and the presence of precipitation. The hydraulic pump may
be reversible
for opening and closing of the cover system 10. Alternatively, a directional
valve may be
utilized in conjunction with a single direction hydraulic pump.
[0052] A single hydraulic pump may be utilized to simultaneously power the
operation of
the hydraulic actuators 70 on the cover system 10. Alternatively, it is
possible to independently
operate each of the hydraulic actuators 70.
[0053] Through the use of counterbalance valves on the hydraulic actuators
70 to control
the operation of the rail car cover system 10, the rail car cover system 10 is
locked in a stationary
position when the hydraulic actuator 70 stops. The counterbalance valves also
provide smooth
stable motion when dealing with an over-center load. For example, this
configuration retains the
rail car cover system 10 in the open position when loading and unloading the
rail car 22 and in
the closed position when the rail car 22 is moving when loaded. This system
thereby reduces the
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CA 02675058 2009-08-07
Docket No. S801.107.102
potential of damage to the components of the rail car cover system 10 caused
by the rail car
cover system 10 inadvertently moving from either the open position or the
closed position.
[0054] The DC hydraulic pump could receive power from a pair of electric
contact
paddles 80 mounted on the rail car 22 that interact with an additional pair of
power rails 82 that
are provided adjacent to the railroad tracks over which the rail car 22 moves,
as illustrated in
Fig. 3. This system is similar to the system that is used to control the
opening and closing of
gates on bottom dump rail cars. Batteries with solar chargers may also be
used.
[0055] The electric contact paddles 80 may be retractable and spring loaded
to not only
prevent damage to the contact paddles 80 but also to ensure good electrical
contact between the
contact paddles 80 and the power rails 82 that are utilized to power the
operation of the hydraulic
actuator 70.
[0056] In certain embodiments, the contact paddles 80 are provided on one
side of the
rail car 22. In other embodiments, the contact paddles 80 are mounted on both
sides of the rail
car 22. This later configuration enables the rail car cover system 10 to be
operated irrespective
of the direction in which the rail car 22 is traveling. In other embodiments,
the power rails may
be mounted along side of, above or below the rail car.
[0057] The power rails 82 are connected to positive and negative terminals
of a DC
power supply. The polarity of the power rails 82 will determine if the covers
10 are opening or
closing. The length of the power rails 82 is determined by how fast the train
is moving and how
long the hydraulic pump needs to run to open and close the cover sections 24,
26. Since the train
speed may vary slightly when loading the rail cars 22, the power rails 82 need
to be long enough
to accommodate the fastest speed at which the train will move.
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[0058] The contact paddles 80 may be mounted on the rail car 22 so that
they will come
into sliding contact with a pair of stationary power rails 82 as the rail car
moves on the track.
The interface between the rail car 22 and the loading/unloading facility is
dimensionally stable
and has low forces involved. This configuration is thereby reliable to operate
in a variety of
conditions over long periods of time.
[0059] As the rail cars 22 enter the loading/unloading facility, the rail
cars 22 will
initially go by first pair of power rails 82 that will run the hydraulic pump
in a first direction to
open the cover sections 24, 26, as illustrated in Figs. 6-13. Thereafter, the
rail cars 22 will go by
a second pair of power rails 82 with an opposite polarity that will run the
hydraulic pump in an
opposite direction to close the cover sections 24, 26.
[0060] Other techniques for activating the cover system include GPS
activation,
proximity switches and laser beams.
[0061] This situation may cause the hydraulic pump to operate longer than
is needed to
open or close the cover sections 24, 26. A kick down relief valve may be
provided that permits
the hydraulic pumps to operate at a much lower pressure when tripped when the
cover sections
24, 26 reach the open or closed positions. The pressure relief valve may have
a pressure setting
that is usually substantially higher than the highest pressure required by the
circuit. All of the
components in the circuit should have a pressure rating higher than the relief
setting.
[0062] Due to the relatively small volume of oil flow in this system, the
hydraulic system
can safely run over a tripped relief for many minutes to accommodate the range
of speed for a
particular train. However, if the train were to stop for an extended period of
time during the
open/close cycle, the operator would need to de-energize the DC powered rails,
which will result
in turning off the hydraulic pump.
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[0063] The train speed should not pose an issue at a rotary tipper
unloading facility and
can be set to optimize the cover systems performance. In certain embodiments,
the entire train
could have every cover open at a rotary tipper site before the rail car
tipping process is begun.
[0064] The covers expose a large surface to the wind and should only be
opened or
closed if wind conditions are light to moderate unless moving of the covers
between the opened
and closed positions is done in a sheltered location.
[0065] With rotary tipper rail cars, the cover 10 must be opened before
dumping the coal.
In the open position, the cover 10 and hinge assemblies 30, 36 are
substantially adjacent the top
chord of the rail car. In this position, the rail car can be leaned up against
the spill girder of the
tipper, clamped down and rotated over to dump the coal without damaging any of
the
components of the cover system 10.
[0066] All of the weight of the rail car and the coal is compressing the
hinge plates and
the cover material under those plates. There will be no load transferred to
the actual hinges or
the hydraulic rotary actuators. This occurs because the hinge plates and
covers are firmly
clamped to the top chord before they are attached to the rail car.
[0067] With bottom dumping rail cars, the cover sections 24, 26 could
remain in the
closed position during the unloading process. If coal is dumped faster than
air can leak into the
rail car 22, the cover sections 24, 26 will flex downwardly until a gap forms
in between them
down the center of the rail car 22. This gap allows a sufficient volume of air
to enter the rail car
22 to fill the void and relieve the vacuum left by the exiting coal without
damaging either the rail
car 22 or the rail car cover system 10. Thereafter, the cover sections 24, 26
will return to their
original position.
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[0068] The hydraulic actuators 70 may be connected using a coupling
mechanism such as
a quick disconnect coupler that enables the hydraulic actuator 70 to be
disconnected to permit
manual operation of the cover sections 24, 26. The rail car cover system 10
may also include
locking mechanisms that retains the cover sections 24, 26 in the open
configuration and/or the
closed configuration. Such locking mechanisms may play an important role if it
is necessary to
disconnect the hydraulic actuators 70.
[0069] While it is generally desired to only position the cover sections
24, 26 in the open
configuration for loading and/or unloading of the rail car 22, it is possible
to position the cover
sections 24, 26 in the open configuration when moving the rail car 22 for
larger distances
because the cover sections 24, 26 may be substantially parallel to sides of
the rail car 22 when in
the open configuration. As noted above, the hydraulic actuator 70 or the
locking mechanisms
could retain the cover sections 24, 26 in the open configuration.
[0070] Other possible methods for actuating the cover sections 24, 26
include vacuum
suction cups that would lift part or all of the cover up and over from an
onsite structure mounted
apparatus. A helix shape spiral track could guide the leading edge of the
covers up and over
from the onsite structure mounted apparatus. An electromagnet lifting device
could lift the
leading end are up and over from an onsite structure mounted apparatus. A
vertical cam actuator
at the hinge point could rotate the cover up and over from an onsite structure
mounted apparatus.
[0071] In yet another configuration, an elevated surface is provided
adjacent to the rail
car 22. When an arm on the rail car 22 is urged upwards by the elevated
surface, the mechanism
to cause movement of the cover system 10 from the closed configuration to the
open
configuration is activated. During which time, the product may be placed in
the rail car 22.
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Thereafter, when the elevated surface is discontinued, the cover system 10 may
be caused to
move from the open configuration to the closed configuration.
[0072] A variety of mechanisms may be used to cause the cover system 10
to move
between the open and closed configurations, an example of which is a closed
loop hydraulic system.
[0073] In the preceding detailed description, reference is made to the
accompanying
drawings, which form a part hereof, and in which is shown by way of
illustration specific
embodiments in which the invention may be practiced. In this regard,
directional terminology,
such as "top," "bottom," "front," "back," "leading," "trailing," etc., is used
with reference to the
orientation of the Figure(s) being described. Because components of
embodiments can be
positioned in a number of different orientations, the directional terminology
is used for purposes
of illustration and is in no way limiting. It is to be understood that other
embodiments may be
utilized and structural or logical changes may be made without departing from
the scope of the
present invention. The preceding detailed description, therefore, is not to be
taken in a limiting
sense, and the scope of the present invention is defined by the appended
claims.
[0074] It is contemplated that features disclosed in this application
can be mixed and
matched to suit particular circumstances. Various other modifications and
changes will be apparent
to those of ordinary skill.
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