Patent Application
20250128804
The disclosure relates generally to a propulsion system. In particular aspects, the disclosure relates to a marine propulsion system for a marine vessel. The disclosure can be applied to marine vessels, such as water crafts, motorboats, work boats, sport vessels, boats, ships, among other vessel types. Although the disclosure may be described with respect to a particular marine vessel, the disclosure is not restricted to any particular marine vessel.
Marine propulsion systems for a marine vessel often have an engine providing torque to one or more propellers driving the marine vessel with different speeds. In addition some kind of transmission and a clutch are arranged for transferring power between the engine and the propellers. The main design criteria of the clutch are to be able to transfer maximum driveline torque without slippage of the clutch.
However, most of the time driving the marine vessel it is not in full speed which may have the consequence that during lower speed the transferred torque is only a fraction of maximum clutch capability. This may the consequence that the control of the transfer of torque at lower speeds is performing poorly
According to a first aspect of the disclosure, a marine propulsion system for a marine vessel, comprising
Optionally in some examples, including in at least one preferred example, the control unit further comprises a propeller speed controller, the propeller speed controller is configured to control the propeller speed on basis of the propeller speed references. A technical benefit may include that the propeller speed may be controlled so that the intended propeller speed is obtained.
Optionally in some examples, including in at least one preferred example, the clutch arrangement comprises a clutch plate and a clutch piston, the clutch piston being activated by at least one hydraulic area so as to provide an actuation pressure on the clutch plate. A technical benefit may include that it is ensured that the intended power between the engine and the propeller unit may be provided.
Optionally in some examples, including in at least one preferred example, the clutch arrangement has a predetermined actuation pressure, the predetermined actuation pressure is a reference pressure. A technical benefit may include that it is ensured that the intended power between the engine and the propeller unit may be provided.
Optionally in some examples, including in at least one preferred example, the clutch arrangement comprises one or more pressure sensor(s), the pressure sensor being configured to detect and/or measure an actuation pressure of the clutch arrangement. A technical benefit may include that the actuation pressure may continuously be detected and/or measured.
Optionally in some examples, including in at least one preferred example, the control unit comprises an actuation pressure controller, the actuation controller is configured to control the actuation pressure on basis of the reference pressure and/or the measured actuation pressure. A technical benefit may include that it is ensured that the intended power between the engine and the propeller unit may be provided.
Optionally in some examples, including in at least one preferred example, the clutch piston is configured to be actuated by a first hydraulic area and/or a second hydraulic area. A technical benefit may include incorporating a first hydraulic area and a second hydraulic area which are configured to pressurize the clutch piston individually or together whereby the compressive forces on the clutch plate may be reduced which again increases resolution in the control pressure.
Optionally in some examples, including in at least one preferred example, the first hydraulic area is pressurized by an electrically controlled proportional pressure valve and the second hydraulic area is pressurized by an electrically controlled on/off valve. A technical benefit may include Furthermore, by incorporating an electrically controlled proportional pressure valve for controlling the pressure in the first hydraulic area and an electrically controlled on/off valve for controlling the pressure in the second hydraulic area a higher level of redundancy is obtained. In case of failure to of the electrically controlled proportional valve, the electrically controlled on/off valves can provide gear engagement independently of the status of the proportional valve. Furthermore, a higher level of reliability resulting in possible fuel savings is obtained. The electrical control of the on/off valve makes it possible to engage transmission or gear based on a degree of clutch slippage. Hence, the speed difference over the clutch arrangement may be used to decide if the electrically controlled on/off valve shall be opened or closed.
Optionally in some examples, including in at least one preferred example, the electrically controlled valve, the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve is/are controlled by a predetermined current, the predetermined current is a current reference. A technical benefit may include that a reference point is provided which may be used as a control parameter.
Optionally in some examples, including in at least one preferred example, the control unit comprises a current controller, the current controller is configured to closed-loop current control the electrically controlled valve, the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve on basis of the current reference. A technical benefit may include that it is ensured that the intended power between the engine and the propeller unit may be provided.
Optionally in some examples, including in at least one preferred example, the system further comprises an engine controller, the engine controller is configured to control an engine speed on basis of the propeller speed references. A technical benefit may include the engine speed may be controlled so that the intended propeller speed is obtained.
Optionally in some examples, including in at least one preferred example, the engine controller is configured to increase engine speed near full clutch engagement so that the clutch engagement is kept below where slip-stick behavior of the clutch disc may occur. A technical benefit may include that the risk for a slip-stick behavior of the clutch disc may be minimized.
Optionally in some examples, including in at least one preferred example, the control unit and the engine controller are operatively connected. A technical benefit may include that both the control unit and the engine controller is cooperating in providing the intended power between the engine and the propeller unit.
According to a second aspect of the disclosure, a marine vessel comprising a marine propulsion system of any of the preceding claims. The second aspect of the disclosure may seek to provide improved control from low speed to full speed of the marine vessel and thereby to improve slip control performance.
According to a third aspect of the disclosure, a method of controlling a marine propulsion system as describe above, comprising
The disclosed aspects, examples (including any preferred examples), and/or accompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein.
Examples are described in more detail below with reference to the appended drawings.
The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.
Marine propulsion systems for a marine vessel with an engine providing torque to one or more propellers driving the marine vessel with different speeds, also have a transmission and a clutch for transferring power between the engine and the propellers. The main design criteria of the clutch are to be able to transfer maximum driveline torque without slippage of the clutch. Unintended slippage is a faulty condition in which there is not enough friction in the clutch whereby the clutch may fail to adequately engage or disengage the transmission. The consequence may be that propulsion system in these circumstances not are transferring the intended torque to drive the marine vessel.
However, most of the time driving the marine vessel it is not in full speed which may have the consequence that during lower speed the transferred torque is only a fraction of maximum clutch capability. This may the consequence that the control of the transfer of torque at lower speeds is performing poorly.
By incorporating an input unit configured to receive an input signal indicative of a propeller speed and to issue a propeller speed reference based on the input signal, and providing a control unit being operatively connected with the propeller unit, the clutch arrangement and the input unit, and controlling the propulsion system on basis of propeller speed references during varying operations and/or speeds of the marine propulsion system a higher robustness of the clutch slip control has been achieved, especially during low speed operations. Stable performance of the slip control is necessary, to be able to provide propeller speeds below idle speed of the engine. In this case continuous operation with clutch slippage is required. In addition, it is possible to minimize the slip-stick behavior of the clutch arrangement near full clutch engagement.
The propulsion system 1 also comprises a propeller unit 3 comprising one or more propellers 4a, 4b. In the example the propeller unit 3 has a first propeller 4a and a second propeller 4b. In other examples, the propeller unit may comprise one propeller or a plurality of propellers. If two or more propellers are arranged they may be arranged as counter-rotating propellers, for instance. The propulsion system 1 also comprises a transmission 5 arranged between the engine 2 and the propeller unit 3 to ensure that the intended rotation is provided to the propeller unit 3. The transmission 5 may comprises one or more gear(s). In addition, a hydraulic clutch arrangement 6 is arranged. The clutch arrangement 6 is configured to control a power transfer between the engine 2 and the propeller unit 3.
The propulsion system 1 also comprises an input unit 14, the input unit 14 is configured to receive an input signal indicative of a propeller speed and to issue a propeller speed reference based on the input signal. The input signal may be activated by an operator or captain and/or is an automatically generated input signal from another unit. The input unit 14 may be a throttle lever, joystick, steering wheel or other devices for maneuvering the marine vessel 100. In the present example the input unit 14 is arranged on the marine vessel 100. The propeller speed reference is based on the received input signal indicating the intended propeller speed in a given circumstance and/or operation under nominal load conditions of the marine vessel 100.
The propulsion system 1 further comprises a control unit 7 being operatively connected with the propeller unit 3, the clutch arrangement 6 and the input unit 14, the control unit 7 is configured to control the propulsion system 1 based on propeller speed references during varying operations and/or speeds of the marine propulsion system 1. Hence, a higher robustness of the control of the propulsion system has been achieved under different speed conditions of the marine vessel 100. In the example, the control unit 7 is arranged in the relation to the marine vessel, however, in other examples it may be arranged at the engine, the clutch arrangement or the propeller unit or in relation to other components of the propulsion system 1.
In
The electrically controlled valve 25, the electrically controlled proportional pressure valve 12 and/or the electrically controlled on/off valve 13 is/are controlled by a predetermined current, the predetermined current is a current reference.
Furthermore, a pressure sensor 17 is configured to measure an actuation pressure of the clutch arrangement 6. In the example, the pressure sensor 17 is arranged in connection with the clutch piston 9. In other examples, the pressure sensor 17 may be arranged in connection with other components of the clutch arrangement 6 for measuring and/or detecting the actuation pressure of the clutch arrangement. Also, a plurality of pressure sensors may be arranged for measuring and/or detecting the actuation pressure at different positions and at different components of the clutch arrangement 6. The clutch arrangement 6 has a predetermined actuation pressure, the predetermined actuation pressure is a pressure reference.
Moreover, a shunt resistor 18 may be arranged in connection with the electrically controlled proportional pressure valve 12 and/or the electrically controlled on/off valve 13, the shunt resistor 18 is configured to measure a control current with a mA accuracy. In the example shown in
In
The control unit 7 may comprise a propeller speed controller 21, the propeller speed controller 21 is configured to control the propeller speed on basis of the propeller speed references 200. The propeller speed references 200 are received and issued from the input unit 14. The actual propeller speed is detected at point 210 and is compared with the propeller speed references 200 in the propeller speed controller 21. If a difference between the propeller speed reference 200 and the detected propeller speed at 210 is observed the propeller speed controller 21 will control the propeller speed accordingly so that the actual propeller speed at 210 will correspond to the propeller speed reference 200. This may be provided with a closed-loop control. The propeller speed controller 21 comprises a feed-forward speed part 30. Based on speed reference magnitude, the feed-forward speed part 30 roughly calculate the pressure needed to reach intended rpm, under nominal load conditions. The feed-back speed part of the propeller speed controller is intended to compensate for differences from nominal load conditions, due to current, fouling or dents on propeller(s), varying friction in transmission, etc.
The control unit 7 may also comprise an actuation pressure controller 20, the actuation pressure controller 20 is configured to control the actuation pressure on basis of the pressure reference 201 and/or the measured actuation pressure. The one or more pressure sensors 17 are operatively connected with the actuation pressure controller 20. The pressure sensor(s) 17 is/are configured to measure forward and/or reverse actuation pressure at point 211, the measured actuation pressure 211 is used as feedback to the actuation pressure controller 20. The actuation pressure controller 20 is configured to control the actuation pressure of the clutch arrangement 6 by a closed-loop control. The actual actuation pressure is detected at point 211 and is compared with the pressure reference 201 in the actuation propeller controller 20. If a difference between the pressure reference 201 and the measured actuation pressure 211 is observed the actuation pressure controller 20 will control the actuation pressure accordingly so that the actual actuation pressure at 211 will correspond to the pressure reference 201. The actuation pressure controller 20 comprises a feed-forward pressure part 31. Based on pressure reference magnitude, the feed-forward pressure part 31 may calculate the current that shall be applied to one of the electrically controlled valves, such as for instance the proportional pressure valve, to obtain the intended pressure. These calculations may be based on stated current to pressure characteristics of the valves. The feed-back part of the actuation pressure controller is intended to compensate for differences from nominal valve characteristics due to variations in oil temperature, valve hysteresis, etc.
The actuation pressure controller 20 may also be configured to control the actuation pressure of the clutch arrangement based on a calculated thermal torque limit, the thermal torque limit is calculated from a maximum permitted power loss in the clutch arrangement and differential clutch rpm. The thermal torque limit is the excessive heat the clutch arrangement can withstand without risk of permanent damage. Hereby, the risk that the clutch arrangement is damaged due to excessive temperatures is minimized. Excessive temperature is a disadvantage during continuous slip operation, for example at low-speed driving under heavy load, and/or when the marine vessel is tethered at a dock with the gear engaged in low-speed with continuous slip. This is based on the maximum continuous power loss the clutch arrangement can handle during operation. Power loss becomes heat and lubrication as well as cooling of the system has a limit and thereby excessive temperatures may appear. From the maximum permitted power loss and differential clutch rpm being measured by propeller speed and engine speed, the thermal torque limit may be calculated. The torque limit may then be translated into the actuation pressure according to the characteristics of the clutch arrangement.
The control unit 7 may also comprise a current controller 19, the current controller 19 is configured to closed-loop current control the electrically controlled valve 25, the electrically controlled proportional pressure valve 12 and/or the electrically controlled on/off valve 13 on basis of the current reference 202. The shunt resistors 18 may be arranged in connection with the electrically controlled proportional pressure valve 12 and/or the electrically controlled on/off valve 13, the shunt resistor 18 is configured to measure a control current at point 212 with a mA accuracy. The current controller 19 is configured to closed-loop current control the electrically controlled valve 25, the electrically controlled proportional pressure valve 12 and/or the electrically controlled on/off valve 13 on basis of the measured control current 212 and/or the current reference 202. The actual control current is detected at point 212 and is compared with the current reference 202 in the current controller 19. If a difference between the current reference 202 and the measured control current 212 is observed the current controller 19 will control the current accordingly so that the actual current at 212 will correspond to the current reference 202. As mentioned previously, the current controller compensates for temperature variations in valve coils, and implements dithering to minimize hysteresis caused by stiction of a valve body.
The current controller 19 may have a control frequency of more than 500 Hz, preferably more than 1 kHz, more preferably more than 2 kHz.
Moreover, the current controller 19 may be configured to implement dithering of current 200 Hz/±10 mA to minimize hysteresis of electrically controlled valve, the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve.
The propulsion system 1 may further comprise an engine controller 40, the engine controller 40 is configured to control an engine speed on basis of propeller speed references 200. The engine controller 40 is configured to increase engine speed near full clutch engagement so that the clutch engagement is kept below where slip-stick behavior of the clutch disc may occur. Furthermore, the engine controller 40 may be configured to reset engine speed to idle speed when the clutch is set for full engagement. The engine controller is a feed forward controller.
In addition, the engine controller 40 may be operatively connected with the input unit 14. Also, the control unit 7 and the engine controller 40 may be operatively connected.
The current controller 19, the actuation pressure controller 20, the propeller speed controller 21 and/or the engine controller 40 may be operatively connected.
In
In
In
In step 500, a control unit is being provided and is operatively connected with the propeller unit, the transmission and the clutch arrangement. In step 501, an input signal is received from the input unit. In step 502, a propeller speed reference is issued based on the input signal in step 501. In step 503, the propulsion system is controlled on basis on the propeller speed references during varying operations and/or speeds of the marine propulsion system.
In
In
In
In step 802, the actual current is compared with the current reference. If the actual current is substantial equal to the current reference it is continued to step 803. If the actual current is different from the current reference it is continued to step 804 wherein the current is either increased or decreased in view of the current reference. As mentioned previously, the current controller compensates for temperature variations in valve coils, and implements dithering to minimize hysteresis caused by stiction of a valve body.
Certain aspects and variants of the disclosure are set forth in the following examples numbered consecutive below.
Example 1: A marine propulsion system (1) for a marine vessel, comprising
Example 2: The marine propulsion system (1) of example 1, wherein the control unit (7) further comprises a propeller speed controller (21), the propeller speed controller is configured to control the propeller speed on basis of the propeller speed references (200).
Example 3: The marine propulsion system (1) of any of the preceding examples, wherein the clutch arrangement (6) comprises a clutch plate (8) and a clutch piston (9), the clutch piston (9) being activated by at least one hydraulic area so as to provide an actuation pressure on the clutch plate.
Example 4: The marine propulsion system (1) of example 3, wherein the clutch arrangement (6) has a predetermined actuation pressure, the predetermined actuation pressure is a pressure reference.
Example 5: The marine propulsion system (1) of any of the preceding examples, wherein the clutch arrangement (6) comprises one or more pressure sensor(s) (17), the pressure sensor being configured to detect and/or measure an actuation pressure of the clutch arrangement.
Example 6: The marine propulsion system (1) of example 5, wherein the control unit (7) comprises an actuation pressure controller (20), the actuation controller is configured to control the actuation pressure on basis of the reference pressure and/or the measured actuation pressure.
Example 7: The marine propulsion system (1) of example 5 and/or 6, wherein the one or more pressure sensors (17) are operatively connected with the actuation pressure controller (20).
Example 8: The marine propulsion system (1) of any of the examples 5 to 7, wherein the pressure sensor(s) (17) is/are configured to measure forward and/or reverse actuation pressure, the measured actuation pressure is used as feedback to the actuation pressure controller.
Example 9: The marine propulsion system (1) of any of the examples 6 to 8, wherein the actuation pressure controller (20) is configured to control the actuation pressure of the clutch arrangement by a closed-loop control.
Example 10: The marine propulsion system (1) of any of the examples 6 to 9, wherein the actuation pressure controller (20) is configured to control the actuation pressure of the clutch arrangement based on a calculated thermal torque limit, the thermal torque limit is calculated from a maximum permitted power loss and differential clutch rpm.
Example 11: The marine propulsion system (1) of any of the examples 3 to 10, wherein the at least one hydraulic area (24) is pressurized by at least an electrically controlled valve (25).
Example 12: The marine propulsion system of any of the examples 3 to 11, wherein the clutch piston (9) is configured to be actuated by a first hydraulic area (10) and/or a second hydraulic area (11).
Example 13: The marine propulsion system (1) of example 12, wherein the first hydraulic area (10) is pressurized by an electrically controlled proportional pressure valve (12) and the second hydraulic area (11) is pressurized by an electrically controlled on/off valve (13).
Example 14: The marine propulsion system (1) of any of the examples 11 to 13, wherein the electrically controlled valve (25), the electrically controlled proportional pressure valve (12) and/or the electrically controlled on/off valve (13) is/are controlled by a predetermined current, the predetermined current is a current reference.
Example 15: The marine propulsion system (1) of example 14, wherein the control unit (7) comprises a current controller (19), the current controller is configured to closed-loop current control the electrically controlled valve, the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve on basis of the current reference.
Example 16: The marine propulsion system (1) of example 15, wherein the current controller (19) has a control frequency of more than 500 Hz, preferably more than 1 kHz, more preferably more than 2 kHz.
Example 17: The marine propulsion system (1) of example 15 and/or 16, wherein the current controller (19) is configured to implement dithering of current 200 Hz/±10 mA to minimize hysteresis of electrically controlled valve, the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve.
Example 18: The marine propulsion system (1) of any of the examples 11 to 17, wherein a shunt resistor (18) is arranged in connection with the electrically controlled valve, the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve, the shunt resistor (18) is configured to measure a control current with a mA accuracy.
Example 19: The marine propulsion system (1) of example 18, wherein the current controller (19) is configured to closed-loop current control the electrically controlled valve, the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve on basis of the measured control current and/or the current reference.
Example 20: The marine propulsion system (1) of any of examples 1-20, further comprising an engine controller (40), the engine controller is configured to control an engine speed on basis of an input of the operator.
Example 21: The marine propulsion system (1) of example 20, wherein the engine controller (40) is configured to increase engine speed near full clutch engagement so that the clutch engagement is kept below where slip-stick behavior of the clutch disc may occur.
Example 22: The marine propulsion system (1) of example 20 and/or 21, wherein the engine controller (40) is configured to reset engine speed to idle speed when the clutch is set for full engagement.
Example 23: The marine propulsion system (1) of any of the examples 20 to 22, wherein the engine controller (40) is a feed forward controller.
Example 24: The marine propulsion system (1) of any of the examples 20 to 23, wherein the engine controller (40) is operatively connected with the input unit (14).
Example 25: The marine propulsion system (1) of any of the examples 20 to 24, wherein the control unit (7) and the engine controller (40) are operatively connected.
Example 26: The marine propulsion system (1) of any of the examples 2 to 25, wherein the current controller (19), the actuation pressure controller (20), the propeller speed controller (21) and/or the engine controller (40) are operatively connected.
Example 27: The marine propulsion system (1) of any of the examples 1-26, wherein the input signal is activated by an operator or captain and/or is an automatically generated input signal.
Example 28: The marine propulsion system (1) of any of the examples 1-27, wherein the clutch arrangement (6) comprises a forward clutch unit and a reverse clutch unit.
Example 29: The marine propulsion system (1) of any of the examples 1-28, wherein the propeller unit (3) is configured to pull the marine vessel (100) and/or is configured to push the marine vessel (100).
Example 30: The marine propulsion system (1) of any of the examples 1-29, wherein the clutch arrangement (6) comprises a plurality of clutch plates (8).
Example 31: The marine propulsion system (1) of any of the examples 1-30, further comprises an additional engine or engines.
Example 32: A marine vessel (100) comprising a marine propulsion system (1) of any of the examples 1-31.
Example 33: A method of controlling a marine propulsion system (1) of any of the examples 1 to 31, comprising
Example 34: The method of example 33, further comprising
Example 35: The method of example 33 and/or 34, further comprising setting and/or calculating a predetermined actuation pressure, the predetermined actuation pressure is a pressure reference.
Example 36: The method of any of the examples 33 to 35, further comprising measuring an actuation pressure of the clutch arrangement.
Example 37: The method of example 36, further comprising
Example 38: The method of example 37, further comprising
Example 39: The method of any of the examples 37 and/or 38, further comprising controlling the actuation pressure of the clutch arrangement by a closed-loop control.
Example 40: The method of any of the examples 33 to 39, further comprising pressurizing a hydraulic area by at least an electrically controlled valve, an electrically controlled proportional pressure valve and/or an electrically controlled on/off valve.
Example 41: The method of example 40, further comprising
Example 42: The method of example 41, further comprising controlling with a control frequency of more than 500 Hz, preferably more than 1 kHz, more preferably more than 2 kHz.
Example 43: The method of example 40 and/or 41, further comprising implementing dithering of current 200 Hz/±10 mA to minimize hysteresis of the electrically controlled valve, the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve.
Example 44: The method of any of the examples 40 to 43, further comprising providing a shunt resistor (18) in connection with the electrically controlled valve, the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve,
Example 45: The method of example 44, further comprising controlling by a closed-loop current control the electrically controlled valve, the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve on basis of the measured control current and/or the current reference.
Example 46: The method of any of the examples 33 to 45, further comprising
Example 47: The method of example 46, further comprising increasing engine speed near full clutch engagement so that the clutch engagement is kept below where slip-stick behavior of the clutch disc may occur.
Example 48: The method of example 46 and/or 47, further comprising resetting engine speed to idle speed when the clutch is set for full engagement.
The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms “comprises,” “comprising,” “includes,” and/or “including” when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and/or groups thereof.
It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.
Relative terms such as “below” or “above” or “upper” or “lower” or “horizontal” or “vertical” may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present.
Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 23205493.2 | Oct 2023 | EP | regional |
