Abstract
A vehicle wheel chock for securing on-road vehicles within an auto-rack railcar includes a wheel chock body and a locking assembly with a pivotable locking member. The assembly includes a pin support, pin guide, locking handle unit, and spring-loaded locking pin extending between the components. The locking handle is laterally slidable between first and second fully extended positions and an intermediate locked position. In the intermediate position, depending pivot pins on the handle engage a guide recess to prevent pivoting and pin retraction. In either fully extended position, one pivot pin aligns with a clearance portion of the recess, allowing the handle to pivot and retract the locking pin to unlock the chock. A center guide pin coupled to the locking pin tracks within a guide slot of the handle. The design enables unlocking from either side of the chock, improving accessibility. A corresponding method of use is also disclosed.
Claims
1. A vehicle wheel chock for an auto-rack railcar, comprising: a wheel chock body; a locking assembly having a locking member pivotally connected to the body and lockable to the body, wherein the locking assembly further comprises: a pin support attached to the locking member; a pin guide attached to the locking member; a locking handle unit abutting the pin guide and having a locking handle body; and a locking pin unit having a locking pin and operably coupled to and extending between the pin support, the locking handle, and the pin guide; wherein the locking handle unit is laterally slidable relative to the pin support, pin guide, and locking pin unit between a first fully extended position in one lateral direction, a second fully extended position in the other lateral direction, and an intermediate position, wherein in the intermediate position the locking handle body is prevented from being pulled away from the pin guide to retract the locking pin for unlocking the locking member from the wheel chock body, and wherein in both of the first and second fully extended positions the locking handle body is pivotable away from the pin guide on one side to retract the locking pin to unlock the locking member from the wheel chock body.
2. The wheel chock of claim 1, wherein the locking handle unit comprises first and second depending pivot pins attached to the locking handle body, wherein in the intermediate position the first and second depending pivot pins respectively abut first and second wing portions of a guide recess in the locking member to prevent the locking handle body from being pulled away from the pin guide to retract the locking pin for unlocking the locking member from the wheel chock body, and wherein in both the first and second fully extended positions one of the depending pivot pins abuts one of the wing portions of the guide recess but the other of the depending pivot pins aligns with a clearance portion of the guide recess, allowing the locking handle body to be pivoted away from the pin guide on one side to retract the locking pin to unlock the locking member from the wheel chock body.
3. The wheel chock of claim 1, wherein the locking pin unit comprises a compression spring configured to bias the locking pin toward engagement with a locking notch in the wheel chock body.
4. The wheel chock of claim 1, wherein the locking pin comprises a center guide pin fixed within a lateral through-hole of the locking pin, the center guide pin slidably retained within a guide slot formed in the locking handle body.
5. The wheel chock of claim 4, wherein the guide slot has curved end portions that retain the center guide pin in the first and second fully extended positions.
6. The wheel chock of claim 1, wherein the locking handle body comprises first and second depending pivot pins embedded in an underside of the locking handle body and configured to engage wing portions of a guide recess formed in a top surface of the locking member.
7. The wheel chock of claim 1, wherein in the intermediate position, the first and second depending pivot pins are simultaneously blocked by wing portions of a guide recess, to prevent pivoting of the locking handle body.
8. The wheel chock of claim 1, wherein in each of the first and second fully extended positions, only one depending pivot pin is blocked while the other is aligned with a clearance portion of a guide recess to enable pivoting of the locking handle body.
9. The wheel chock of claim 1, wherein the locking pin is operable to retract axially when the locking handle body is pivoted, to compress a spring and disengaging the locking pin from the wheel chock body.
10. A vehicle wheel chock for an auto-rack railcar, comprising: a wheel chock body; and a locking assembly having a locking member pivotally connected to the body and lockable to the body, wherein the locking assembly comprises: a locking handle unit having a locking handle body; and a locking pin unit having a locking pin; wherein the locking handle unit is laterally slidable relative to the locking pin unit between a first fully extended position in one lateral direction, a second fully extended position in the other lateral direction, and an intermediate position, wherein in the intermediate position the locking handle body is prevented from being pulled away to retract the locking pin for unlocking the locking member from the wheel chock body, and wherein in both of the first and second fully extended positions the locking handle body is pivotable to retract the locking pin to unlock the locking member from the wheel chock body.
11. The wheel chock of claim 10, wherein the locking handle body defines a locking pin aperture and a center guide pin aperture, the locking pin aperture configured to receive a locking pin and the center guide pin aperture configured to retain a guide pin fixed to the locking pin.
12. The wheel chock of claim 10, wherein the locking handle unit comprises a pin cap positioned between the locking handle body and a spring, the pin cap configured to transfer pivoting motion into axial compression of the spring.
13. The wheel chock of claim 10, wherein the locking member defines a guide recess comprising opposing wing portions and a clearance portion, the recess configured to constrain or allow pivoting of the locking handle body depending on its lateral position.
14. The wheel chock of claim 10, wherein the locking pin comprises a rounded distal end configured to engage a sloped locking surface of the wheel chock body for spring-biased locking during re-engagement.
15. The wheel chock of claim 10, wherein the locking member is pivotally connected to the wheel chock body using a lateral pivot shaft or a pair of hinge pins positioned on opposite sides of the locking member.
16. A method of operating a vehicle wheel chock having a locking assembly with a slidable and pivotable locking handle unit, comprising: placing a vehicle wheel chock adjacent a vehicle tire on a grated floor of an auto-rack railcar; sliding the locking handle unit laterally to a selected one of a first or second fully extended position; pivoting the locking handle unit about a first or second pivot pin to retract a locking pin from a locking notch in a wheel chock body; and lifting or repositioning the wheel chock while the locking pin remains disengaged.
17. The method of claim 16, comprising returning the locking handle unit to an intermediate position to prevent retraction of the locking pin to lock the wheel chock in place.
18. The method of claim 16, comprising compressing a spring positioned between the locking handle unit and a pin support during pivoting of the locking handle unit.
19. The method of claim 16, wherein sliding the locking handle unit causes a guide pin fixed to the locking pin to traverse a curved guide slot in the locking handle unit.
20. The method of claim 16, wherein pivoting the locking handle unit engages a pin cap which transmits force to compress a spring and retract the locking pin.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] The inventive subject matter may be understood from reading the following description of non-limiting embodiments, with reference to the attached drawings, wherein below:
[0009] FIGS. 1-5 are top plan schematic views of embodiments of a wheel chock showing several operational states;
[0010] FIG. 6 is a simplified cross-sectional view of an embodiment of a wheel chock taken along line 6-6 in FIG. 7;
[0011] FIG. 7 is a simplified top plan view, partially in section, of the embodiment of the wheel chock shown in FIG. 6;
[0012] FIG. 8 is a simplified top plan view of the wheel chock of FIGS. 6-7 in a different operational state;
[0013] FIG. 9 is a simplified top plan view of an embodiment of a locking member;
[0014] FIG. 10 is a first top plan view of an embodiment of a locking pin;
[0015] FIG. 11 is a second top plan view of the locking pin of FIG. 10, rotated 90 degrees;
[0016] FIG. 12 shows an embodiment of a center guide pin attached to the locking pin of FIGS. 10-11;
[0017] FIG. 13 is a simplified side view, partially in section, of an embodiment of a pin cap;
[0018] FIG. 14 is a side view of the center guide pin shown in FIG. 12;
[0019] FIG. 15 is a side view of a compression spring portion of a locking pin unit;
[0020] FIG. 16 is a top plan view of an embodiment of a locking handle unit;
[0021] FIG. 17 is a front side view of the locking handle unit of FIG. 16;
[0022] FIG. 18 is a top plan view, partially in schematic and cross-section, of an embodiment of a wheel chock;
[0023] FIGS. 19-20 are top and side plan views of an embodiment of a wheel chock in a first state of operation, and FIG. 21 is a top plan view of the wheel chock shown in FIGS. 19-20 showing a related unlocking operation; and
[0024] FIGS. 22-23 are top plan views of the wheel chock of FIGS. 19-21 in a second state of operation.
DETAILED DESCRIPTION
[0025] Embodiments of the invention relate to a locking assembly for a vehicle wheel chock for an auto-rack railcar. Aspects of the vehicle wheel chock unrelated to the locking assembly may be generally similar to those set forth in U.S. Pat. No. 7,976,255 (the '255 patent), which is hereby incorporated by reference herein in its entirety.
[0026] In embodiments, with reference to FIGS. 1-5, a vehicle wheel chock 100 for an auto-rack railcar includes a wheel chock body 102 and a locking assembly 104 having a locking member 106 pivotally connected to the body and lockable to the body. The locking assembly further includes a pin support 108 attached to the locking member, a pin guide 110 attached to the locking member, a locking handle unit 112 abutting the pin guide and having a locking handle body 114, and a locking pin unit 116 having a locking pin 118 and operably coupled to and extending between the pin support, the locking handle, and the pin guide. The locking handle unit is laterally slidable relative to the pin support, pin guide, and locking pin unit between a first fully extended position 120 in one lateral direction (FIG. 2), a second fully extended position 122 in the other lateral direction (FIG. 4), and an intermediate position 124 (FIG. 1), e.g., halfway between the two extended positions 120, 122. (Each fully extended position may represent the furthest degree or range of travel of the locking handle body in that direction.) In the intermediate position 124 (FIG. 1), the locking handle body is prevented from being pulled away from the pin guide to retract the locking pin for unlocking the locking member from the wheel chock body, as indicated by the crossed-out arrows in FIG. 1. In both the first and second fully extended positions 120, 122 (FIGS. 2 and 4), the locking handle body is pivotable away from the pin guide on one side to thereby retract the locking pin to unlock the locking member from the wheel chock body. For example, if the locking handle unit is laterally slid to the first fully extended position 120 as in FIG. 2, a first end 126 (e.g., right end from the perspective of FIG. 2) of the locking handle body is then pivotable away from the pin guide 110 to cause the locking pin 118 to move away from the wheel chock body, to thereby eventually disengage from the wheel chock body 102. Similarly, if the locking handle unit is laterally slid to the second fully extended position 122 as in FIG. 4, a second end 128 of the locking handle body (the left side of the locking handle body, from the perspective of FIG. 4) is then oppositely pivotable away from the pin guide 110 to cause the locking pin 118 to move rearwards to disengage from the wheel chock body 102.
[0027] According to one aspect, when the locking handle unit is in the intermediate position 124 (FIG. 1) and with the locking pin 118 engaging the wheel chock body 102, the locking member 106 is locked to the body. To unlock the locking member from the body (e.g., to detach the wheel chock from floor grating), a user may slide the locking handle unit to either of the fully extended positions 120, 122 (FIG. 2 or FIG. 4), whichever is more accessible or otherwise convenient, and then pull on first or second end of the locking handle body as indicated in FIG. 3 or FIG. 5, respectively.
[0028] According to another aspect, to lock the locking member to the wheel chock body, the locking handle unit is moved to either of the fully extended positions (as selected by a user). Then, the appropriate end of the locking handle body is pulled to pivot the locking handle body and pull the locking pin rearwards, until the locking member is free to pivot down into the wheel chock body to a point where the locking pin is aligned with a lock notch 130 in the wheel chock body 102. Once the locking pin is in place in the lock notch (e.g., via spring action as discussed below), the locking handle unit is slid to the intermediate, locking position 124.
[0029] In embodiments, the wheel chock may include a first set of grate engagers (e.g., curved teeth) (not shown) attached to an underside of the wheel chock body, and, as shown in FIG. 5, a second set of grate engagers 132 (e.g., curved teeth) attached to an underside of the locking member 106. The sets of grate engagers may be generally physically and functionally configured as described in the '255 patent.
[0030] In another embodiment, with reference to FIGS. 6-8, the locking handle unit 112 may include first and second depending pivot pins 134, 136 attached to the locking handle body 114. In the intermediate position, as shown in FIGS. 6-7, the first and second depending pivot pins respectively abut first and second wing portions 138, 140 of a guide recess 142 in the locking member 106. (The guide recess is machined or otherwise formed in the locking member; the gray coloring in FIG. 7 indicates that the recess is a perpendicular-walled depression in the surface of the locking member.) For example, in the intermediate position, if a user attempts to pull on either end of the locking handle body, one of the depending pivot pins 134, 136 hits the sidewall of the wing portion of the recess, preventing movement of the locking handle body. Thereby, the locking handle body is prevented from being pulled away from the pin guide, which prevents retracting the locking pin for unlocking the locking member from the wheel chock body.
[0031] With reference to FIG. 8, in both the first and second fully extended positions (the locking handle unit 112 is shown in the first fully extended position 120 in FIG. 8, as an example), one of the depending pivot pins (e.g., the first depending pivot pin 134) abuts the sidewall of one of the wing portions of the guide recess (e.g., the first wing portion 138), but the other of the depending pivot pins (e.g., the second depending pivot pin 136) lies outside the other wing portion (e.g., the second wing portion 140) and aligns with a clearance portion 144 of the guide recess. In this example, since the second depending pivot pin 136 is unblocked, when a force is exerted on the first end 126 of the locking handle body in a direction away from the pin guide 110, the second depending pivot pin 136 moves into the clearance portion 144 of the recess 142. Simultaneously, with the first depending pivot pin 134 blocked, the locking handle body 114 pivots about the first depending pivot pin 134 and away from the pin guide 110 on the one side. As discussed in more detail below, this causes the locking pin 118 to retract.
[0032] As indicated, the locking member 106 is pivotally coupled to the wheel chock body 102. For this purpose, the locking assembly 104 may include first and second lateral hinge pins 146, 148 (see FIG. 7), or a pivot shaft 150 extending through the locking member as shown in FIG. 6.
[0033] Aspects of embodiments of the wheel chock are now further described with reference to FIGS. 6-8 and FIG. 9-17. As shown in FIG. 9, the locking assembly 104 may include the pin support 108 attached generally on one side of a top surface of the locking member 106, and the pin guide 110 attached generally on the other side of the top surface of the locking member. The pin guide defines an aperture 152 (e.g., circular aperture) that is slightly larger in widest dimension (e.g., diameter) than a widest cross-dimension (e.g., diameter) of the locking pin 118, such that the locking pin can pass through the aperture 152. The pin support 108 defines a pin support aperture 154, which may include a first portion 156 dimensioned to receive a head 158 of the locking pin, an intermediate portion 160 dimensioned to accommodate a shaft 162 of the locking pin, and a spring receiver portion 164 dimension to receive the end of a compression spring 166 (see FIG. 15). The pin support aperture 154 is coaxial with the aperture 152 of the pin guide 110. Further, the locking member defines the recess 142, machined or otherwise formed as a walled depression in the surface of the locking member, having the two wing portions 138, 140 and the clearance portion 144 disposed between the two. The recess is positioned next to the pin guide 110, between the pin guide and the pin support 108, with one wing portion located on one side of the pin guide and the other wing portion located on the other side of the pin guide, and the clearance portion 144 centered on the pin guide 110 between the two wing portions. Each wing portion may be a channel having a width just large enough to accommodate one of the depending pivot pins 134 or 136, with there being a respective lip or corner edge 168 between each wing portion and the clearance portion of the recess. The clearance portion 144 includes a curved wall 170 (extending between the lips or corner edges of the wing portions) that is dimensioned to accommodate travel of the depending pivot pins when the locking handle unit is moved to either of the fully extended positions 120, 122 and the locking handle body is pivoted.
[0034] With reference to FIG. 10-11, the locking pin 118 may include the shaft 162 and the head 158 attached to an end of the shaft. The free end of the shaft distal the head may be slightly rounded or tapered, to accommodate entry into the locking notch of the wheel chock body. The locking pin defines a lateral through-hole 172 extending through the shaft at a point between the two ends of the shaft. With further reference to FIG. 14, the lateral through-hole 172 is dimensioned to receive a center guide pin 174, e.g., the center guide pin may be press fit into the through-hole 172, as shown in FIG. 12. Both the center guide pin and locking pin may be made of steel or another metal.
[0035] As shown in FIG. 13, the locking pin unit 116 may further include a pin cap 176. The pin cap includes a generally cylindrical body 178 (e.g., made of metal or polymer) defining a pin cap aperture 180 extending through the body from a first side end 182 of the body to a second side end 184 of the body. The pin cap aperture includes a first portion 186 dimensioned to receive an end of the compression spring 166, and a second portion 188 dimensioned to receive the shaft 162 of the locking pin; thereby, the first portion 186 may have a larger diameter than the second portion 188. The second side end 184 of the body, around the egress of the aperture, may be rounded.
[0036] With reference to FIG. 15, the compression spring may be made of metal, and may have an internal diameter dimensioned to accommodate a diameter of the shaft 162 of the locking pin 118, i.e., the spring fits over the locking pin shaft. The outer diameter of the compression spring corresponds in size to the first portion 186 of the pin cap aperture 180 and to the spring receiver portion 164 of the pin support aperture 154 of the pin support 108.
[0037] With reference to FIGS. 16-17, the locking handle unit 112 may include the locking handle body 114 and the first and second depending pivot pins 134, 136. The depending pivot pins may be metal pins embedded in an underside of the locking handle body. The locking handle body may include a central base 190 that extends down from a middle region of the locking handle body. The locking handle body defines a locking pin aperture 192, which extends through the body front a front side of the body to a rear side of the body. The locking pin aperture may be centrally disposed in the middle of the locking handle body. A height of the locking pin aperture corresponds in size to a diameter of the locking pin, such that the locking pin can extend through the locking pin aperture and the locking handle body can be slid between the first and second fully extended positions even with the locking pin extending through the locking pin aperture. The locking handle body also defines a center guide pin aperture 194, which extends through at least partially through the locking handle body from a top side of the locking handle body, through to the locking pin aperture 192, and then further down into the body below the locking pin aperture, towards a bottom side of the locking handle body. The lower portion of the center guide pin aperture may be a blind hole, or it may extend all the way through to the bottom side of the locking handle body. A width of the center guide pin aperture 194 is dimensioned to accommodate a diameter of the center guide pin 174, and a height of the center guide pin aperture 194 is dimensioned to accommodate a length of the center guide pin 174. A length of the center guide pin aperture (e.g., the long dimension as shown in FIG. 16) accommodates travel of the locking handle unit between the first and second fully extended positions, with the center guide pin 174 attached to the locking pin 118 as shown in FIG. 12 and the center guide pin 174 disposed in the center guide pin aperture 194, as shown in FIGS. 6-8. In embodiments, there may be a fairly narrow clearance between the width of the center guide pin aperture and the diameter of the center guide pin, such that the center guide pin is slidable along the center guide pin aperture but there is some degree of friction interference between the two. This serves to keep the locking handle unit in the intermediate (locked) position unless a user exerts at least a designated, non-incidental lateral sliding force on the locking handle body. As shown in the drawings, in embodiments, the ends 196 of the center guide pin aperture 194 are slightly bent or curved (relative to the middle portion of the center guide pin aperture). This may help with keeping the locking handle unit in the fully extended positions, and/or for leverage when pulling on the locking handle body to unlock the locking member.
[0038] With reference to FIG. 18, the wheel chock body 102 may have a front portion 198, a central portion 200, and a rear portion 202, and the chock may include a plurality of grate engagers or teeth (not shown, but see the '255 patent) extending downwardly and forwardly from the front portion, a tire engaging assembly at the front portion (not shown, but see the '255 patent), the locking assembly 104 having the locking member 106 pivotally connected to the rear portion of the body 102 and lockable at the central portion 200 of the body 102, and the plurality of grate engagers 132 (see FIG. 6) extending downwardly from the locking member. The chock body defines an aperture between the central portion 200 and the rear portion 202 into which the locking member 106 pivotally fits. The locking notch 130 is positioned in the central portion 200 of the chock body 102. A locking area or surface 204 of the central portion 200 into which the locking notch extends may include a sloped rearwardly facing biasing wall. If the biasing wall is appropriately sloped, in one embodiment, when the locking member is pivoted downwardly from the unlocked position, toward the locked position, the free end of the locking pin engages the sloped biasing wall of the locking area or surface which causes the locking pin to be biased against the compression spring journaled about the locking pin. When the free end of the locking pin reaches the locking notch, the compression spring causes the locking pin to move into the locking notch and thus secure the locking member in the locked position.
[0039] FIG. 18 shows the locking member in the locked position. Generally speaking, prior to this state of operation, for assembly of this portion of the chock, the compression spring is positioned to abut the pin support, and the pin cap is positioned at the other end of the compression spring. The locking handle unit is then aligned with the pin guide and with the depending pivot pins disposed in the recess of the locking member. The locking pin is then slide through the pin support, the compression spring, the pin cap, the locking pin aperture of the locking handle body, and the aperture of the pin guide, until the lateral through-hole of the locking pin aligns with the center guide pin aperture of the locking handle body. The center guide pin is then passed through the upper or top portion of the center guide pin aperture and is press fit into the lateral through-hole of the locking pin. The locking pin is thereby in effect spring loaded, and the center guide pin maintains the locking pin in axial alignment relative to the locking handle body, such that the locking handle body can slide laterally relative to the locking pin but the locking pin can only move axially along with the locking handle body when the locking handle body is in either of the fully extended positions. The pin cap provides an interface between the spring and the locking handle body, such that the locking handle body can slide laterally relative to the pin cap and spring, whereas pivoting of the locking handle body (when in one of the fully extended positions) causes the locking handle body to press against the pin cap which in turn compresses the compression spring; here, the locking pin is simultaneously retracted due to the center guide pin, attached to the locking pin, interfering with the center guide pin aperture. E.g., as the locking handle body is pivoted, the walls of the center guide pin aperture press on the center guide pin, which in turn moves the locking pin.
[0040] FIGS. 19-20 are top and side plan views of an embodiment of a wheel chock in a first state of operation, and FIG. 21 is a top plan view of the wheel chock shown in FIGS. 19-20 showing a related unlocking operation. FIGS. 22-23 are top plan views of the wheel chock of FIGS. 19-21 in a second state of operation. As illustrated in FIGS. 19-20, from the locked state of the wheel chock (e.g., as shown in FIG. 18), to unlock the locking member 106, the locking handle unit may be slid to the first fully extended position 120. This causes the second depending pivot pit 136 to clear the second wing portion of the recess. The center guide pin 174 remains stationary, but tracks along the center guide pin aperture 194 due to the sliding movement of the locking handle body 114. Once at the first fully extended position, a user exerts a force on the first end 126 of the locking handle body 114, as shown in FIG. 21. This causes the locking handle body to pivot about the first depending pivot pin 134. The locking handle body in turn presses against the pin cap 176, and the walls of the center guide pin aperture 194 in turn press upon the center guide pin 174. In combination, this compresses the compression spring 166 and moves the locking pin 118 away from the locking notch 130 to a point where the locking pin disengages from the locking notch, unlocking the locking member. If the wheel chock is attached to a floor grating, this also disengages the grate engagers 132 from the floor grating, which will also cause the locking member 106 to pivot upwards slightly relative to the chock body. If the locking handle body is then released, the compression spring will push the locking handle body back into engagement with the pin guide and cause the locking pin to re-extend. But being out of alignment with the locking notch, the locking assembly is in an unlocked state. To re-lock the locking assembly, the locking handle body may be pivoted away from the locking notch again and the locking member pivoted back into place relative to the wheel chock body for the locking pin to be aligned with the locking notch. Releasing the locking handle body allows the compression spring to move the locking pin back into the locking notch. Alternatively, in embodiments where the wheel chock body includes a biasing wall, it may be possible to re-lock the locking assembly by exerting a downwards force on the top of the pin guide and locking handle body, which causes the rounded, free end of the locking pin to slide along the biasing wall, which in turn forces the locking pin away from the rest of the wheel chock body to compress the compression spring and pivot the locking handle body, until the free end of the locking pin is aligned with the locking notch. At this point, the compression spring causes the locking pin to move into the locking notch, locking the locking member in place.
[0041] As shown in FIGS. 22 and 23, the locking member 106 can be similarly unlocked and locked if the locking handle unit 112 is instead slid to the second fully extended position 122. Operation is otherwise similar to FIGS. 19-21. However, for unlocking, this allows a user to slide the locking handle unit to whichever of the two fully extended positions is more convenient for operation relative to the on-road vehicle (being secured using the wheel chock) and auto-rack in question.
[0042] The singular forms a, an, and the include plural references unless the context clearly dictates otherwise. Optional or optionally means that the subsequently described event or circumstance may or may not occur, and that the description may include instances where the event occurs and instances where it does not. Approximating language, as used herein throughout the specification and clauses, may be applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it may be related. Accordingly, a value modified by a term or terms, such as about, substantially, and approximately, may be not to be limited to the precise value specified. In at least some instances, the approximating language may correspond to the precision of an instrument for measuring the value. Here and throughout the specification and clauses, range limitations may be combined and/or interchanged, such ranges may be identified and include all the sub-ranges contained therein unless context or language indicates otherwise. References to top, bottom, left, right, upper, lower, first, second, etc. are provided as labels to differentiate different parts relative to one another, and are not meant to establish a particular number of parts or features or an absolute orientation relative to a ground surface or other supporting structure or otherwise unless specified.
[0043] This written description uses examples to disclose the embodiments, including the best mode, and to enable a person of ordinary skill in the art to practice the embodiments, including making and using any devices or systems and performing any incorporated methods. The clauses describe aspects of the invention and include other examples that occur to those of ordinary skill in the art. Such other examples are intended to be within scope if they have structural elements that do not differ from the literal language presented, or if they include equivalent structural elements with insubstantial differences from the literal language presented.
