Claims:1. An automobile air conditioning system (100) comprising:
an electronically-controlled variable displacement compressor (EVDC) (102) having an outlet (104) and a suction inlet conduit (106), said EVDC (102) via its outlet (104) being in direct fluid communication with a condenser fan assembly (CFA) (108), said CFA (108) being in direct fluid communication with an evaporator (112) via a fluid expansion device (FED) (110), said evaporator (112) being in direct communication with the EVDC (102) via the suction inlet conduit (106) of the EVDC (102), and a pressure and temperature sensing means (114) located in the suction inlet conduit (106) of the EVDC (102) for measuring the pressure and temperature of the output fluid from the evaporator (112),
wherein the pressure and temperature sensing means (114) provides electronic feedback directly to the EVDC (102) such that upon detection of temperature and pressure outside of a predetermined superheat range, the stroke of the EVDC (102) is adjusted thereby altering the flow rate of the fluid through the evaporator (112) so as to bring the temperature and pressure of the output fluid from the evaporator (112) to be within the predetermined superheat range.
2. The system as claimed in claim 1, wherein the EVDC (102) comprises a swash/wobble plate that rotates to reciprocate pistons and is configured to receive a superheated vapor of the fluid from an evaporator (112) and compress said refrigerant by reciprocating motion of piston, and an electric control unit for adjusting the stroke of the EVDC by changing the swash/wobble plate angle.
3. The system as claimed in claim 1, wherein in an event the superheat is zero degrees Celsius, the EVDC (102) is configured to reduce the flow rate of fluid through the evaporator (112).
4. The system as claimed in claim 1, wherein in an event the superheat is in the predetermined superheat range, the EVDC (102) is configured to implement no change in the flow of fluid through the evaporator (112).
5. The system as claimed in claim 1, wherein in an event the superheat is greater than the predetermined superheat range, the EVDC (102) is configured to increase the flow of fluid through the evaporator (112).
6. The system as claimed in claim 1, wherein the fluid from the condenser is transferred to an orifice tube (312) through a plurality of desiccant beads (310), wherein the desiccant beads (310) receive the flow and dehydrates the fluid by physical adsorption in order to reduce moisture of the fluid.
7. The system as claimed in claim 2, wherein the evaporator (112) is disposed within an air conditioning module of the system, and wherein the superheated fluid is transferred back to the EVDC (102) when the ECU transmits a signal to the EVDC (102) to compress said superheated fluid in the cycle received from the evaporator (112).
8. A method of operating an automobile air conditioning system comprising:
measuring pressure and temperature of the output fluid from an evaporator; and
providing an electronic feedback directly to an EVDC such that upon detection of temperature and pressure outside of a predetermined superheat range, the stroke of the EVDC is adjusted thereby altering the flow rate of the fluid through the evaporator so as to bring the temperature and pressure of the output fluid from the evaporator to be within the predetermined superheat range.

9. The method as claimed in claim 8, wherein said evaporator is in direct communication with the EVDC via a suction inlet conduit of the EVDC, wherein the EVDC comprises a swash/wobble plate that rotates to reciprocate pistons and is configured to receive a superheated vapor of fluid from the evaporator and compress said fluid by reciprocating motion of pistons.
10. The method as claimed in claim 8, further comprising adjusting, by electric control unit, stroke of the EVDC by changing the swash/wobble plate angle.
11. The method as claimed in claim 8, further comprising reducing the flow rate of fluid through the evaporator in an event the superheat is zero degree Celsius.
12. The method as claimed in claim 8, wherein in an event the superheat is in the predetermined superheat range, the EVDC is configured to implement no change in the flow of fluid through the evaporator.
13. The method as claimed in claim 8, wherein in an event the superheat is greater than the predetermined superheat range, the EVDC is configured to increase the flow of fluid through the evaporator.

Description:FIELD OF INVENTION
The present invention generally relates to a field of mechanical and automobile engineering and particularly to the field of thermal engineering. The present invention specifically relates to a vehicular air conditioning system with an external variable displacement compressor (EVDC) controlling refrigerant superheat using pressure and temperature of output fluid from the evaporator and eliminating a need for Accumulator/Dehydrator or Receiver/Dehydrator from the system.
BACKGROUND OF THE INVENTION
In general, swash/wobble plate compressors are widely used in air conditioning systems for vehicles, and include a piston, a piston driving unit, a cylinder block, and a valve in common. In such a swash/wobble plate compressor, a swash/wobble plate whose inclination angle is varied within a crank chamber rotates as its shaft rotates and a piston reciprocates to perform a compressing operation while the swash/wobble plate is rotating. Notably, in such conventional air conditioning systems orifice tubes are employed to control gross mass flow of the fluid through the evaporator to the compressors. However, under some conditions depending on ambient temperature, humidity and in-vehicle temperature, there might be excess flow of fluid in the system resulting in fluid exiting the evaporator and entering the compressor. Such excess flow of fluid in the compressor is known as "slugging" and causes severe damage to the compressor and may cause the compressor to seize as the fluid may reduce lubrication in the compressor owing to its degreasing properties. Therefore, conventional air conditioning systems have to include an Accumulator/Dehydrator (A/D) or a Receiver/Dehydrator (R/D) to control the flow of fluid. Notably, the Accumulator/Dehydrator (A/D) is conventionally installed between the evaporator and the compressor for separating the liquid from the vapor and ensuring that only gas is provided to the compressor. Alternatively, the Receiver/Dehydrator (R/D) is installed at the exit of the condenser when it is a standalone or it is in-built in the condenser (Integrated R/D Condenser). The function of this Receiver/Dehydrator (R/D) is to separate the gas from the liquid coming out of the condenser and send only liquid to a Thermal Expansion Valve (TXV). Notably, the gas causes the TXV to oscillate causing temperatures of the incoming passenger compartment air to fluctuate. Its other function is to hold desiccant similar to the A/D, which holds desiccant. The integrated R/D condenser comprises a desiccant bag. The bag shape and size changes based on whether it is installed in a standalone R/D or inside the A/D. Therefore, in conventional air conditioning systems, components such as the Accumulator/Dehydrator (A/D), the Receiver/Dehydrator (R/D) or the Thermal Expansion Valve (TXV) had to be included to control flow of the fluids in the system and ensure optimum working of the compressor. Such components increase complexity and costs associated with installation and operation of the air conditioning systems. The limitations of the prior arts and poor performance of the existing and conventional technologies can be overcome by the technical advancements of the present invention which is described in greater detail in later paragraphs.

SUMMARY OF THE INVENTION
The present invention generally relates to an automobile air conditioning system with an electronically-controlled variable displacement compressor (EVDC) controlling refrigerant superheat using pressure and temperature of output fluid from the evaporator and eliminating a need for Accumulator/Dehydrator or Receiver/Dehydrator from the system.
In an embodiment of the present invention, an automobile air conditioning system is disclosed. The system comprises an electronically-controlled variable displacement compressor (EVDC) having an outlet and a suction inlet conduit. The EVDC via its outlet is in direct fluid communication with a condenser fan assembly (CFA), said CFA being in direct fluid communication with an evaporator via a fluid expansion device (FED), said evaporator being in direct communication with the EVDC via the suction inlet conduit of the EVDC. The system comprises a pressure and temperature sensing means located in the suction inlet conduit of the EVDC for measuring the pressure and temperature of the output fluid from the evaporator. The pressure and temperature sensing means provides electronic feedback directly to the EVDC such that upon detection of temperature and pressure outside of a predetermined superheat range, the stroke of the EVDC is adjusted thereby altering the flow rate of the fluid through the evaporator so as to bring the temperature and pressure of the output fluid from the evaporator to be within the predetermined superheat range.
Beneficially, the automobile air conditioning system as described in the present disclosure hereinafter eliminates the need of components such as Accumulator/Dehydrator (A/D), the Receiver/Dehydrator (R/D) or the Thermal Expansion Valve (TXV) for operation thereof and ensures an efficient, cost-effective and simpler operation of the system by employing a pressure and temperature sensing means for measuring pressure and temperature of the output fluid from the evaporator. Such measured pressure and temperature is used to adjust stroke of the EVDC in the system and to control superheat of the refrigerant thereby.
To further clarify advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings

BRIEF DESCRIPTION OF FIGURES
These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:
Figure 1illustrates block diagram of components installed in an automobile air conditioning system (100) in accordance with an embodiment of the present invention.
Figure 2 illustrates a flow diagram of operations involved in the automobile air conditioning system in accordance with an embodiment of the present invention.
Figure 3 illustrates a schematic block diagram of implementation of the automobile air conditioning system in accordance with an embodiment of the present invention.
Figure 4 illustrates a flow chart depicting operation of the automobile air conditioning system in accordance with an embodiment of the present invention.
Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have been necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

DETAILED DESCRIPTION
For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates.
It will be understood by those skilled in the art that the foregoing general description and the following detailed description are exemplary and explanatory of the invention and are not intended to be restrictive thereof.
Reference throughout this specification to “an aspect”, “another aspect” or similar language means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrase “in an embodiment”, “in another embodiment” and similar language throughout this specification may, but do not necessarily, all refer to the same embodiment.
The terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by "comprises...a" does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.
Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.
Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.
Figure 1 illustrates a block diagram of components installed in an automobile air conditioning system (100) in accordance with an embodiment of the present invention. The automobile air conditioning system (100) herein comprises an electronically-controlled variable displacement compressor (EVDC) (102) having an outlet (104) and a suction inlet conduit (106), The EVDC (102) via its outlet (104) is in direct fluid communication with a condenser fan assembly (CFA) (108). The CFA (108) is in direct fluid communication with an evaporator (112) via a fluid expansion device (FED) (110). The evaporator (112) is in direct communication with the EVDC (102) via the suction inlet conduit (106) of the EVDC (102). The EVDC (102) is configured to receive a superheated vapor of refrigerant (hereinafter referred to as "fluid") from the evaporator (112). Herein, the electronically-controlled variable displacement compressor (EVDC) (102) comprises a servo motor that allows the EVDC (102) to change stroke that allows it to vary its pumping capacity to meet air-conditioning demands.
It will be appreciated that the automobile air conditioning system (100) does not comprise an Accumulator/Dehydrator (A/D) or a Receiver/Dehydrator (R/D). Notably, conventional air conditioning systems employ orifice tubes to control gross mass flow of the fluid through the evaporator to a compressor. However, under some conditions depending on ambient temperature, humidity and in-vehicle temperature, there might be excess flow of fluid in the system resulting in fluid exiting the evaporator and entering the compressor. Such excess flow of fluid in the compressor causes severe damage thereto and may cause the compressor to seize as the fluid may reduce lubrication in the compressor owing to its degreasing properties. Therefore, conventional air conditioning systems had to include an Accumulator/Dehydrator (A/D) or a Receiver/Dehydrator (R/D) to control the flow of fluid. Notably, the Accumulator/Dehydrator (A/D) is conventionally installed between the evaporator and the compressor for separating the liquid from the vapor and ensuring that only gas is provided to the compressor. Alternatively, the Receiver/Dehydrator (R/D) is installed at the exit of the condenser when it is a standalone or it is in-built in the condenser (Integrated R/D Condenser). The function of this Receiver/Dehydrator (R/D) is to separate the gas from the liquid coming out of the condenser and send only liquid to a Thermal Expansion Valve (TXV). Notably, the gas causes the TXV to oscillate causing temperatures of the incoming passenger compartment air to fluctuate. Its other function is to hold desiccant similar to the A/D. The integrated R/D condenser comprises a desiccant bag. The bag shape and size changes based on whether it is installed in a standalone R/D or inside the A/D. Therefore, in conventional air conditioning systems, the Accumulator/Dehydrator (A/D), the Receiver/Dehydrator (R/D) or the Thermal Expansion Valve (TXV) had to be included to control flow of the fluids in the system and ensure optimum working of the compressor. Beneficially, the automobile air conditioning system (100) of the present invention eliminates a need of the Accumulator/Dehydrator (A/D), the Receiver/Dehydrator (R/D) or the Thermal Expansion Valve (TXV) by adjusting stroke of the EVDC (102) based on temperature and pressure conditions of the output fluid from the evaporator (112) and controlling superheat of said output fluid thereby as described in detail hereinafter.
The automobile air conditioning system (100) comprises a pressure and temperature sensing means (114) located in the suction inlet conduit (106) of the EVDC (102) for measuring the pressure and temperature of the output fluid from the evaporator (112). Herein, the pressure and temperature sensing means (114) comprise at least one of: a thermocouple, a thermistor, a pressure sensor, an ambient temperature sensor, humidity sensor, sun-load sensor, passenger compartment temperature sensor, outlet air temperature sensor. The temperature and pressure sensing means (114) may further comprise a transducer for converting the measured temperature and/or pressure into an electric signal.
The pressure and temperature sensing means (114) provides electronic feedback directly to the EVDC (102) such that upon detection of temperature and pressure outside of a predetermined superheat range, the stroke of the EVDC (102) is adjusted thereby altering the flow rate of the fluid through the evaporator (112) so as to bring the temperature and pressure of the output fluid from the evaporator (112) to be within the predetermined superheat range. It will be appreciated that the predetermined superheat range pertains to output fluid from the evaporator (112). The superheat of the output fluid from the evaporator (112) is to be maintained within the predetermined superheat range to ensure optimum working of the EVDC (102) and thereby, the automobile air conditioning system (100). It is to be noted that based on the superheat of the output fluid from the evaporator (112), it may be determined whether flow rate of the fluid through the evaporator (112) needs to be increased or decreased.
In an embodiment, the pressure and temperature sensing means (114) comprise a controller. Herein, the term "controller" refers to a computational element that is operable to respond to and process instructions or information. Optionally, the controller includes, but is not limited to, a microprocessor, a microcontroller, a complex instruction set computing (CISC) microprocessor, a reduced instruction set (RISC) microprocessor or any other type of processing circuit. Herein, the controller is communicably coupled to the pressure and temperature sensing means (114). Therefore, the controller is configured to receive values of pressure and temperature of the output fluid from the evaporator (112). Subsequently, the controller is configured to calculate superheat of the output fluid based on the pressure and temperature values. Optionally, the controller comprises a memory for storing refrigerant property equations. It is to be noted that refrigerant property equations are specific to the type of refrigerant used in the system and may be obtained from manufacturers thereof. Therefore, the controller is configured to calculate superheat of the output fluid using the refrigerant property equations. Consequently, the controller is configured to provide said electronic feedback to the EVDC (102) for adjustment of stroke thereof. In an embodiment, the automobile air conditioning system (100) further comprises said evaporator (112).
Optionally, the EVDC (102) comprises a swash/wobble plate that rotates to reciprocate pistons and is configured to receive a superheated vapor of refrigerant from an evaporator (112) and compress said refrigerant by reciprocating motion of piston, and an electric control unit for adjusting the stroke of the EVDC (102) by changing the swash/wobble plate angle. Herein, the electric control unit is configured to perform an overall actuation of the system in accordance with the electronic feedback received from the controller. Notably, an actuator is coupled to the electronically-controlled variable displacement compressor (EVDC) (102) and operatively controlled by the electric controlled unit (ECU). The actuator mainly includes but not limited to a solenoid operated control valve for changing the angle of a swash/wobble plate of said compressor and hence piston stroke is also changed. The EVDC (102) is configured to receive an input signal from the ECU via the solenoid valve in order to reciprocate piston stroke by changing the swash/wobble plate angle.
Optionally, in an event the superheat is greater than the predetermined superheat range, the EVDC (102) is configured to increase the flow of fluid through the evaporator (112). As mentioned previously, the superheat is required to be in the predetermined superheat range to ensure optimum working of the EVDC (102). Notably, a superheat higher than the predetermined superheat range indicates less fluid through the evaporator (112). In an example, if the superheat is calculated as 15degrees Celsius, it is indicated that the flow is too low and an increase in stroke is required increase the flow of fluid through the evaporator (112). When the stroke increases, the flow increases and hence the superheat reduces. In the example, the superheat reduces to 10 degrees Celsius. The controller of the pressure and temperature sensing means (114) indicates that the flow needs to be further increased and sends an electronic feedback to the electric control unit of the EVDC (102) to further increase the stroke. The electric control unit is configured to change the angle of the swash/wobble plate in accordance with the electronic feedback to increase the stroke. Optionally, in an event the superheat is in the predetermined superheat range, the EVDC (102) is configured to implement no change in the flow of fluid through the evaporator (112). When the superheat reaches the final number, which is in the predetermined superheat range, the stroke remains constant. This happens at all conditions, so the appropriate time delays are applied to make the system operate stably. It should be understood that the optimal superheat values are determined by vehicle testing in the climatic wind tunnel and on the road. Typically, superheat is maintained within 3 to 5 degrees Celsius of the optimal superheat value.
Optionally, in an event the superheat is zero degree Celsius, the EVDC (102) is configured to reduce the flow rate of fluid through the evaporator (112). Notably, a superheat of 0 degree Celsius indicated that there is liquid at the exit of the evaporator (112). In such instance, there is high fluid flow and therefore, the controller is configured to provide an electronic feedback to the electric control unit for reducing the flow rate of flow through the evaporator (112). It should be a change large enough. Usually, it will be a large change if the ambient temperature which is available to us on the automobile's communication network like CAN/LAN/Flexiray or could be a hard-wired signal. Incidentally, the amount of liquid that comes to the evaporator (112) is not very high by volume because of its higher density (densities of saturated liquid and saturated vapor R134a at 0.3 MPa pressure are 1292.49 kg/m3 and 14.77 kg/m3, respectively). This amount of momentary liquid is not detrimental to the compressor and is quickly remedied. There is also a look up table for ambient temperature and expected stroke. It might be that at an ambient temperature of 20oC, the starting stroke is only 30% and so on. Additionally, the dehydrating function of the A/D and R/D is accommodated by desiccant beads that are installed in the liquid line which comes out of the condenser (108) as a sub-cooled liquid. This can either be packaged in a perforated bag or just filling the liquid line with the beads with appropriate end meshes to contain them. Furthermore, the removal of the Accumulator/Dehydrator (A/D) gives a boost to the performance because it reduces the pressure drop in the suction line. Typically, any pressure drop in the suction line reduces performance significantly. In the present invention, pressure drop reduction in the suction line gives a boost in performance of 5-10%.
Figure 2 illustrates a flow diagram of operations involved in the automobile air conditioning system in accordance with an embodiment of the present invention. The method 200 of operating the automobile air conditioning system mainly includes steps which can be described as follows.
The step (202) of the method states that measuring pressure and temperature of the output fluid from the evaporator.
The step (204) herein describes providing electronic feedback directly to the EVDC (102) such that upon detection of temperature and pressure outside of a predetermined superheat range, the stroke of the EVDC (102) is adjusted thereby altering the flow rate of the fluid through the evaporator so as to bring the temperature and pressure of the output fluid from the evaporator to be within the predetermined superheat range.
In an embodiment, the evaporator is in direct communication with the EVDC (102) via a suction inlet conduit of the EVDC (102), wherein the EVDC (102) comprises a swash/wobble plate that rotates to reciprocate pistons and is configured to receive a superheated vapor of refrigerant from the evaporator and compress said refrigerant by reciprocating motion of piston.
In an embodiment, the method 200 further comprising adjusting, by electric control unit, stroke of the EVDC (102) by changing the swash/wobble plate angle.
In an embodiment, the method 200 further comprising reducing the flow rate of fluid through the evaporator in an event the superheat is zero degree Celsius.
In an embodiment, wherein in an event the superheat is in the predetermined superheat range, the EVDC is configured to implement no change in the flow of fluid through the evaporator, and wherein in an event the superheat is greater than the predetermined superheat range, the EVDC is configured to increase the flow of fluid through the evaporator.
Figure 3 illustrates a schematic block diagram of implementation of the automobile air conditioning system in accordance with an embodiment of the present invention. The system includes an external variable displacement compressor (302), the EVDC (302) draws a refrigerant flow in a compressed form with high pressure and temperature towards a condenser (306) through an outlet (304) which is considered as a heat exchanging unit. The refrigerant can be any common refrigerants employed in refrigeration and air conditioning system such as R-134a, R407c, HFO1234yf and the like. A swash/wobble plate is connected to the EVDC (302) which rotates with the reciprocation of the piston stroke. An electronic control unit (ECU) (not shown) is connected to the system such that said electronic control unit dictates the volumetric capacity of the EVDC (302) in accordance with the change in the angle of said swash/wobble plate in response to the piston reciprocation.
The refrigerant gas in the compressed form is transferred to the condenser (306) in line with the EVDC (302). The condenser (306) is usually a horizontal rows of small heat exchanging tubes with fins attached to them. The condenser (306) is disposed in a front line of vehicle along the windward direction and at least one fan (308) is installed behind said condenser (306). The condenser (306) receives said compressed refrigerant flow/gas from the EVDC (302) and starts condensing said compressed flow by absorbing heat from the compressed gas and converts it into a liquid refrigerant. The cooling fan (308) rotates and sucks air from the surrounding through the fins attached to the rows of tubes of condenser in order to enhance the conversion of refrigerant gas into refrigerant liquid.
The fluid from the condenser (306) is then transferred to an orifice tube (312) through a number of desiccant beads (310). The desiccant beads (310) receive the flow and dehydrate the refrigerant by physical adsorption in order to reduce moisture in the refrigerant. The orifice tube (312) is a tube with a length and a cross-section (usually 50mm long and around 1.8mm in inside diameter) and expands the flow/refrigerant received from the condenser (306) and transfers said expanded fluid flow of refrigerant (mixture of vapour and liquid) towards an evaporator (314). The evaporator (314) is disposed within an air conditioning module of the system. The mostly gaseous refrigerant is then transferred back to the EVDC (302) when the ECU transmits a signal to the EVDC to compress said fluid in the cycle received from the evaporator (314). The simple calculation is that the Evaporator out pressure and temperature are measured using pressure and temperature sensing means (not shown) and the superheat is calculated from the refrigerant properties equations which are readily available in the form of equations from the refrigerant manufacturers. Based on the superheat calculated, it is determined whether the flow needs to be increased or decreased or kept constant.
Figure 4 illustrates a flow chart depicting operation of the automobile air conditioning system in accordance with an embodiment of the present invention. As mentioned previously, the system comprises a controller (402). Herein, the controller (402) is coupled an ambient temperature sensor, humidity sensor, sun-load sensor, passenger compartment temperature sensor, means for determining desired temperature in the automobile, outlet air temperature sensor, a means for determining fan speed, a means for determining engine speed. The controller is configured to receive pressure and temperature of the output fluid from the evaporator (404) and provide electronic feedback to the EVDC (406) such that upon detection of temperature and pressure outside of a predetermined superheat range, the stroke of the EVDC (406) is adjusted thereby altering the flow rate of the fluid through the evaporator (404) so as to bring the temperature and pressure of the output fluid from the evaporator (404) to be within the predetermined superheat range.
Benefits, other advantages, and solutions to problems have been described above with regard to specific embodiments. However, the benefits, advantages, solutions to problems, and any component(s) that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as a critical, required, or essential feature or component of any or all the claims.