UTILITY VEHICLE WITH ELECTRIC MOTOR AT DRIVE WHEEL

A utility vehicle configured for traveling off-road includes: a chassis; and a drive wheel assembly coupled with the chassis and including: a drive wheel assembly rotatable portion configured for rotating and thereby for enabling the utility vehicle to traverse a ground; a hub carrier coupled with the drive wheel assembly rotatable portion, which is configured for rotating relative to the hub carrier; and an electric motor configured for causing the drive wheel assembly rotatable portion to rotate, the electric motor including a stator which is fixedly coupled with the hub carrier.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to utility vehicles, and, more particularly, to electrically driven utility vehicles.

2. Description of the Related Art

Utility vehicles are typically known by their acronym “UTV” and can also be referred to as utility task vehicles, utility terrain vehicles, utility task/terrain vehicles, or utility all-terrain vehicles. UTVs are off-road vehicles and are often referred to as side-by-sides, meaning that the UTV includes two seats positioned laterally-side-by-side-relative to one another. UTV's may be limited to two seats positioned side-by-side relative to one another, or alternatively may include one or more additional groups of side-by-side seats positioned in front of or behind the first group of side-by-side seats. UTVs also typically have a steering wheel, foot controls for acceleration and braking, and four to six wheels, and may have a roll cage about the side-by-side seats. By contrast, all-terrain vehicles-known by their acronym “ATV”-typically have a single seat that with a straddle configuration (like with motorcycles), handlebars, and hand controls for the motor.

Aside from UTVs, the use of electric wheel hub motors to propel vehicles is not a new idea. Some of the very first vehicles were electrically powered using motors placed at the wheel hubs for propulsion. Utilizing electric wheel hub motors for a vehicle offers many benefits, including reduced number of vehicle parts, high propulsion torque, quiet operation, and more space in the body of the vehicle for energy storage (i.e., batteries). Despite all these benefits, wheel hub motors are seldom used in on- or off-road applications due to their high weight and resulting negative performance impacts to ride, handling, and steering. As technology has advanced over the last 120 years, advances in wheel hub motor design still have not overcome these negative impacts due to faster increasing customer expectations, especially on-road vehicles.

What is needed in the art is a UTV that includes an electric motor positioned at a drive wheel assembly of the UTV.

SUMMARY OF THE INVENTION

The present invention provides a UTV that includes an electric motor positioned at a drive wheel of the UTV, the electric motor including a stator which is fixedly coupled with a hub carrier of the drivel wheel assembly.

The invention in one form is directed to a utility vehicle configured for traveling off-road, the utility vehicle including: a chassis; and a drive wheel assembly coupled with the chassis and including: a drive wheel assembly rotatable portion configured for rotating and thereby for enabling the utility vehicle to traverse a ground; a hub carrier coupled with the drive wheel assembly rotatable portion, which is configured for rotating relative to the hub carrier; and an electric motor configured for causing the drive wheel assembly rotatable portion to rotate, the electric motor including a stator which is fixedly coupled with the hub carrier.

The invention in another form is directed to a drive wheel assembly of a utility vehicle configured for traveling off-road, the utility vehicle including a chassis, the drive wheel assembly being coupled with the chassis, the drive wheel assembly including: a drive wheel assembly rotatable portion configured for rotating and thereby for enabling the utility vehicle to traverse a ground; a hub carrier coupled with the drive wheel assembly rotatable portion, which is configured for rotating relative to the hub carrier; and an electric motor configured for causing the drive wheel assembly rotatable portion to rotate, the electric motor including a stator which is fixedly coupled with the hub carrier.

The invention in yet another form is directed to a method of using a utility vehicle configured for traveling off-road, the method including the steps of: providing that the utility vehicle includes a chassis and a drive wheel assembly coupled with the chassis, the drive wheel assembly including a drive wheel assembly rotatable portion configured for rotating and thereby for enabling the utility vehicle to traverse a ground; coupling a hub carrier with the drive wheel assembly rotatable portion, which is configured for rotating relative to the hub carrier; and coupling fixedly a stator of an electric motor with the hub carrier, the electric motor being configured for causing the drive wheel assembly rotatable portion to rotate.

An advantage of the present invention is that it provides an electric wheel hub motor integrated compensating suspension system for a UTV, which overcomes most negative performance impacts.

Advantages of the present invention further include: minimizing gyroscopic oversteer of a cantilevered motor mass when steering; reducing high vibrations into the steering wheel; reducing suspension weight, resulting in improved ride and handling; reducing dynamic steering efforts, for example, due to less cantilevered motor weight; reducing part complexity; and minimizing damage to a motor controller from water and mud.

DETAILED DESCRIPTION OF THE INVENTION

Referring now to the drawings, and more particularly toFIG.1, there is shown a utility vehicle (UTV)100, which is configured for traveling on a ground125and, more specifically, for traveling off-road. UTV100generally includes a chassis101(shown schematically) and at least one drive wheel assembly102coupled with chassis101. Chassis101, which can also be referred to as frame101, supports, for example, a body of UTV100and is sprung weight, that is, supported by springs215of a suspension system209of UTV100. Supported by chassis101are other structures of UTV100, including: a steering wheel103; side-by-side seats104; a roll cage105; and a bed106. Though not visible inFIG.1, UTV100includes foot controls for braking and acceleration. UTV100shown inFIG.1is merely one example of a UTV, and the present invention is not limited to this specific design of a UTV. Further, UTV100can include a four-wheel drive system, which entails four drive wheel assemblies102respectively located at the four corners of UTV100. Each of the four drive wheel assemblies102is substantially similar to one another (making adjustments for the specific corner at which the respective drive wheel assembly102is located), and thus only one such drive wheel assembly102—namely, the left-front drive wheel assembly102—is discussed below. Drive wheel assembly102is unsprung weight (not carried by springs215(FIG.2) of suspension system209(FIG.2) of UTV100) (inFIG.1, drive wheel assemblies102are shown coupled with chassis101schematically by way of broken lines). Drive wheel assembly102, among other structures, includes a hub assembly107and a tire108(which is an off-road tire) coupled with hub assembly107.

Referring now toFIG.2, there is shown schematically a front cross-sectional view of a left-front portion of UTV100, with portions broken away, taken along line2inFIG.1(line2being shown as a point and extending perpendicularly into the page ofFIG.1). UTV100is shown to include chassis101(shown schematically as a plurality of squares, to indicate that the structures to which the squares touch are directly or indirectly connected with chassis101), drive wheel assembly102, suspension system209, and a braking system210.

Drive wheel assembly102includes a vertical midline227and further includes a drive wheel assembly nonrotatable portion221and a drive wheel assembly rotatable portion222. Drive wheel assembly nonrotatable portion221is nonrotational in the sense that portion221does not rotate in the same direction as and thus with tire108, for instance, when UTV100is traveling across ground125. Drive wheel assembly rotatable portion222is configured for rotating and thereby for enabling UTV100to traverse ground125.

Drive wheel assembly nonrotatable portion221includes a portion (hub223) of hub assembly107and hub carrier230(which can also be referred to as knuckle230). Hub assembly107includes a hub223, a hub bearing224(which can also be referred to as wheel bearing224) coupled with hub223, and a hub flange229. That hub223and hub bearing224are distinct structures (yet forming a single assembly107) is schematically shown by a broken vertical line226in hub assembly107. Hub223is nonrotational, and, thus, in that sense, is included in drive wheel assembly nonrotatable portion221, whereas hub bearing224is rotational, and, thus, in that sense, is included in drive wheel assembly rotatable portion222. Hub bearing224is rotatably coupled with hub223. Hub223, according to an optional configuration, includes a through-hole (extending at least generally perpendicular relative to midline227) in which a portion of hub bearing224extends, wherein a bearing connection of any suitable type couples together hub223and hub bearing224where this portion of hub bearing224extends in this through-hole of hub223, this bearing connection enabling hub bearing224to rotate relative to hub223. Hub bearing224also includes a hole (which can be a through-hole and which can extend at least generally perpendicular relative to midline227) which receives a spindle228of drive wheel assembly102therein. Spindle228is coupled with shaft219, such that the driven rotation of spindle228causes shaft219to rotate, and the braking of shaft219by braking system210causes spindle228to slow down in rotation of spindle228. Hub bearing224and spindle228have a splined connection to one another (that is, a slide—in spline interface), such that hub bearing224and spindle228are fixed together and thus rotate together. Hub flange229is attached to hub bearing224, such as by way of suitable fasteners (alternatively, hub flange229can be formed integral with hub bearing224). Hub flange229thus seats on hub bearing224.

Knuckle230, according to one embodiment of the present invention, is attached to hub assembly107(more specifically, to hub223) and to structures of a steering system of vehicle100in order that a user of vehicle100might use steering wheel103to steer drive wheel assembly102(knuckle230can also be deemed to be a part of the steering system and thus can be referred to as steering knuckle230). Knuckle230is located in an inboard region (to the left of midline227inFIG.2) of drive wheel assembly102. Knuckle230includes an upper arm230A and a lower arm230B which are coupled respectively with control arms211,212of suspension system209. Knuckle230is made of any suitable material and in any suitable manner. Knuckle230can be connected to hub223in any suitable manner, such as by way of fasteners (for example, bolts and nuts), as indicated inFIG.2. Knuckle230is a structure of drive wheel assembly102relative to which drive wheel assembly rotatable portion222is configured for rotating. Further, knuckle230is coupled with drive wheel assembly rotatable portion222by way of hub223, hub bearing224, and hub flange229.

Drive wheel assembly rotatable portion222, according to an embodiment of the present invention, includes hub bearing224, hub flange229, wheel231, and tires108. Wheel231can be formed of any suitable material and in any suitable manner. Wheel231is connected to (and thus mounts to) hub flange229in any suitable manner, such as by way of fasteners (for example, bolts and nuts), as indicated inFIG.2. Further, wheel231includes rims232which connects tires108to wheel231.

Drive wheel assembly102further includes an electric motor233configured for causing drive wheel assembly rotatable portion222to rotate (each drive wheel assembly102can include electric motor233). Electric motor233(which can be referred to as a wheel hub electric motor) includes a stator233A (which can be referred to as a wheel hub stator) and a rotor233B (which can be referred to as a wheel hub rotor), wherein it can be understood that stator233A is a part of drive wheel assembly nonrotatable portion221, and rotor233B is a part of drive wheel assembly rotatable portion222. Motor233can receive electrical power by way of any suitable power source, such as one or more batteries carried by vehicle100, fuel cell(s) carried by vehicle100, or solar panel(s) carried by vehicle100. Motor233can be operably connected to any such power source in any suitable manner. Motor233can be any type of suitable electric motor and can employ direct current (DC) or alternating current (AC); herein, it is assumed that motor233employs AC. Further, though not discussed further herein, vehicle100can include any suitable devices necessary to employ motor233, such as conductors, converters, inverters, etc.

Stator233A is fixedly (nonrotationally) coupled with knuckle230, and thus stator233A is a part of drive wheel assembly nonrotatable portion221. Stator233A is at least partially positioned laterally outboard relative to knuckle230.FIG.1shows stator233A to be positioned entirely laterally outboard relative to knuckle230.

Stator233A can be coupled with knuckle230in any suitable manner. For instance, stator233A may be directly attached to knuckle230, as shown inFIG.2. According to an alternative embodiment of the present invention, an intervening structure234(shown schematically inFIG.2by a box formed by broken lines) of drive wheel assembly nonrotatable portion221may serve to couple stator233A and knuckle230together. That is, knuckle230may remain substantially as schematically shown inFIG.2or may be separated into two parts-knuckle230(which can be provided with a reduced size or otherwise with a different shape relative to what is shown inFIG.2as knuckle230, according to this alternative embodiment) and intervening structure234; either way, knuckle230can be attached to hub223and intervening structure234(wherein knuckle230and intervening structure234can be attached to one another in any suitable manner, such as by way of fasteners, such as bolts and nuts), and intervening structure234can be attached to knuckle230and stator233A. Intervening structure234may be so positioned as to form an inner motor housing236A (in addition to or in the alternative to knuckle230) or at least a portion thereof.

Rotor233B is caused to rotate by stator233A, according to known electrical principles. According to an embodiment of the present invention, rotor233B, as is shown inFIG.2, is positioned radially outwardly of stator233A. Further, as is shown inFIG.2and according to an embodiment of the present invention, rotor233B is attached to wheel231in any suitable manner, rotor233B being positioned radially inwardly of tire108. Rotor233B, as with stator233A as well, can be substantially bisected by midline227, as indicated inFIG.2. In this way, during operation, stator233A causes rotor233B to rotate, which causes wheel231and tire108to rotate about axis of rotation235, thereby causing forward or rearward motion of vehicle100. Further, as explained below, the rotation of wheel231about axis of rotation235causes hub flange229to rotate about axis235, which causes hub bearing224to rotate about axis235, which causes spindle228to rotate about axis235, which causes shaft219to rotate, which causes shaft220to rotate, which causes brake rotor217to rotate as well.

Drive wheel assembly102further includes a motor housing236configured for housing electric motor233at least substantially (i.e., stator233A and rotor233B) therein. According to one embodiment of the present invention, motor housing236includes knuckle230(alternatively, intervening structure234in addition to, or in the alternative to, knuckle230) and wheel231(though it can also be understood that hub assembly107also in part further encloses and thus houses electric motor233). Thus, it can be appreciated that motor housing236includes a motor housing nonrotatable portion236A (which is a part of drive wheel assembly nonrotatable portion221) and a motor housing rotatable portion236B (which is a part of drive wheel assembly rotatable portion222). Motor housing nonrotatable portion236A is coupled with stator233A and includes knuckle230(and may optionally be formed entirely by knuckle230) or is coupled with knuckle230(in this latter alternative, it can be understood that intervening structure234is included in motor housing nonrotatable portion236A). As a result, motor housing nonrotatable portion236A (which can also be referred to as the inner motor housing) is positioned at least substantially laterally inboard of motor housing rotatable portion236B (which can also be referred to as the outer motor housing). Motor housing rotatable portion236B is coupled with rotor233B, which is thereby configured for causing the drive wheel assembly rotatable portion222—and thus also motor housing rotatable portion236B—to rotate. Further, motor housing rotatable portion236B includes wheel231. Motor housing nonrotatable portion236A is an inner motor housing in that motor housing nonrotatable portion236A is positioned at least substantially to the left of midline227, and motor housing rotatable portion236B is an outer motor housing in that motor housing rotatable portion236B is positioned at least substantially to the right of midline227.

Vehicle100further includes a wheel hub motor controller237. Controller237is placed inboard of suspension system209, more specifically, inboard of control arms211,212. This placement of controller237advantageously (a) minimizes damage to controller237from environmental conditions, such as mud and water, and (b) reduces suspension weight (that is, the weight of suspension system209), which results in improved ride and handling of vehicle100. Controller237can be coupled with and carried by chassis101. Controller is configured for controlling the performance of electrical motor233(i.e., the turning on or off of motor233, the speed of rotor233B, the acceleration or deceleration of rotor233B). In order to effect this control, controller237can be operably coupled (by way of coupling244) with motor233, such as with stator233A of motor233; this coupling can be accomplished in any suitable manner, such as through hardwiring by way of electrical conductors, or wirelessly.

Further, in general, controller237may correspond to any suitable processor-based device(s), such as a computing device or any combination of computing devices. Controller237may generally include one or more processor(s) and associated memory configured to perform a variety of computer-implemented functions (e.g., performing the methods, steps, algorithms, calculations and the like disclosed herein). Thus, controller237may include a processor therein, as well as associated memory, data, and instructions, each forming at least part of controller237. As used herein, the term “processor” refers not only to integrated circuits referred to in the art as being included in a computer, but also refers to a controller, a microcontroller, a microcomputer, a programmable logic controller (PLC), an application specific integrated circuit, and other programmable circuits. Additionally, the memory may generally include memory element(s) including, but not limited to, computer readable medium (e.g., random access memory (RAM)), computer readable non-volatile medium (e.g., a flash memory), a floppy disk, a compact disc-read only memory (CD-ROM), a magneto-optical disk (MOD), a digital versatile disc (DVD), and/or other suitable memory elements. Such memory may generally be configured to store information accessible to the processor(s), including data that can be retrieved, manipulated, created, and/or stored by the processor(s) and the instructions that can be executed by the processor(s). In some embodiments, data may be stored in one or more databases.

Suspension system209includes an upper control arm211, lower control arm212(which can also be referred to as a lower control arm assembly212, which includes lower control arm linkages212), and a spring and damper assembly213. Upper control arm211can have any suitable configuration, including a single control arm or a plurality of control arms, and can be made in any suitable manner and of any suitable material. Upper control arm211is coupled with upper arm230A of knuckle230by way of at least one upper ball joint214A of suspension system209. The lower control arm212of suspension system209is formed by not a single arm but by two lower control arm linkages212(the two linkages212are more visible inFIG.3). Lower control arm linkages212can be made in any suitable manner and of any suitable material. Lower control arm linkages212—which include a first control arm linkage212and a second control arm linkage212—are coupled with lower arm230B of knuckle230by way of two respective lower ball joints214B of suspension system209. Upper control arm211and lower control arm linkages212are directly or indirectly connected with chassis101. Spring and damper assembly213can be formed according to any suitable configuration, such as a strut or a coilover spring and damper assembly213as shown (according to an alternative embodiment, a spring and damper can be located separately from another in the suspension system). Spring and damper assembly213includes a damper216and a spring215coiled about damper216. The function of spring and damper assembly213is well known, with spring215serving to absorb forces of chassis and the weight carried thereby, and damper216serving to dampen the oscillations of spring215. The present invention provides that suspension system209can include at least one of a number of different types of suspensions (such as front suspensions), including, but not necessarily limited to, strut suspensions, double wishbone suspensions, or short-long arm suspensions, as well as multi-link suspensions.

When viewed from overhead (seeFIG.3), first and second control arm linkages212converge toward one another in a direction239toward knuckle230. This convergence forms a virtual pivot point240within motor housing236(FIG.3). Virtual pivot point240in part is that through which a steering axis241(which can also be referred to as kingpin axis241) of suspension system209extends. Steering axis241extends through a pivot point defined by upper ball joint214A and also through virtual pivot point240, as shown inFIG.2.

Braking system210includes a brake assembly238which includes a brake rotor217and brake caliper218for grasping brake rotor217. Braking system210further includes a rotatable shaft219(which can be referred to as halfshaft219) and rotatable shaft220. Shaft219is rotationally coupled with spindle228of drive wheel assembly102, wherein spindle228extends into and is connected to hub bearing224of hub assembly107by way a slide—in spline interface, hub bearing224causing spindle228to rotate. Shaft219is, in turn, rotationally coupled with shaft220, such that shaft219causes shaft220to rotate. Shaft220is connected to brake rotor217(such as by way of a slide—in spline interface), shaft220causing brake rotor217to rotate. Shaft219can optionally be understood to include spindle228and shaft200. Once installed, shaft219cannot fall out once assembled and captured between these mounted components (i.e., spindle228and shaft220). Brake assembly238—namely, brake rotor217and brake caliper218—are placed inboard of suspension system209, more specifically, at least substantially inboard of control arms211,212, and thus of lower control arm assembly212. Such positioning advantageously reduces suspension weight (that is, the weight of suspension system209), which results in improved ride and handling of vehicle100.

According to an embodiment of the present invention shown inFIG.2, knuckle230forms in whole or in part (and is thus integrated into) inner motor housing236A. Advantageously, this formation: reduces suspension weight, resulting in improved ride and handling; minimizes gyroscopic oversteer of a cantilevered motor mass when steering; and reduces dynamic steering efforts, for example, due to less cantilevered motor weight.

Further, according to an embodiment of the present invention, stator233A is connected to or otherwise coupled with (and this connection/coupling can render stator233A to be integrated with) knuckle230(or knuckle230and/or intervening structure234, according to alternative embodiments) and inner motor housing236A. Advantageously, this connection/coupling: reduces suspension weight, resulting in improved ride and handling; minimizes gyroscopic oversteer of a cantilevered motor mass when steering; reduces dynamic steering efforts, for example, due to less cantilevered motor weight; and reduces part complexity.

Further, according to an embodiment of the present invention shown inFIG.2, wheel231is deemed to be the entirety of motor housing rotatable portion236B (also known as outer motor housing236B), such that wheel231is integrated with outer motor housing236B. Advantageously, this integration: reduces suspension weight, resulting in improved ride and handling; minimizes gyroscopic oversteer of a cantilevered motor mass when steering; reduces dynamic steering efforts, for example, due to less cantilevered motor weight; and reduces part complexity.

According to an alternative of the present invention indicated inFIG.2, motor housing rotatable portion236B includes wheel231′ (which is shown schematically as a box of broken lines inFIG.2) and outer motor housing242(which is shown schematically as a box of broken lines inFIG.2), wheel231′ and outer motor housing242thus being distinct structures rather than the same structure as with wheel231. The broken line box231′ within wheel231indicates that wheel231′ can be (though not necessarily) structured differently and/or functions at least partly differently than wheel230. Outer motor housing242can be positioned in any suitable position-whether inboard or outboard, or a mixture thereof, of wheel231′-so as to house at least outboard portions of motor233. Wheel231′ and outer motor housing242can be attached to one another in any suitable manner, such as by way of fasteners, such as bolts and nuts.

Referring now toFIG.3, there is shown a top view of the left-front portion of the UTV ofFIG.2, with portions broken away. The front of vehicle100is toward the bottom of the page ofFIG.3.FIG.3shows a portion of suspension system209, including first and second control arm linkages212. The first control arm linkage212is the front control arm linkage212(bottom-most in the page ofFIG.3); thus, the second control arm linkage212is the rear control arm linkage212(top-most in the page ofFIG.3). Linkages212are coupled with chassis101(shown schematically) at their inboard ends and with lower arms230B of knuckle230by way of ball joints214B at their outboard ends. As can be readily seen inFIG.3, first and second control arm linkages212converge toward one another in direction239(though not shown inFIG.3, knuckle230would be to the right of linkages212in the page ofFIG.3). By extending longitudinal axes343of linkages212, this convergence of linkages212in direction239causes longitudinal axes343to converge toward one another and eventually to cross one another at virtual pivot point240, which is located outboard relative to linkages212, as can be seen in FIG.3. In this way, vehicle100includes a four-bar linkage including chassis101, two linkages212(instead of a single lower control arm), and knuckle230by way of ball joints214A. As indicated above, this arrangement places virtual pivot point240of steering axis241“virtually” within motor housing236, or, optionally, even more specifically, into motor233. Advantageously, this arrangement: minimizes gyroscopic oversteer of a cantilevered motor mass when steering; reduces dynamic steering efforts, for example, due to less cantilevered motor weight; and reduces high vibrations into steering wheel103.

In use, vehicle100may be operated and driven employing electrical motor233of drive wheel assembly102by way of controller237. Stator233A electromagnetically stimulates rotor233B to produce rotation of rotor233B, thereby moving vehicle100across ground125. Advantageously, electrical motor233is located outboard relative to knuckle230and radially outward and along midline227of hub assembly107.

Referring now toFIG.3, there is shown a flow diagram showing a method460of using utility vehicle100, which is configured for traveling off-road. Method460includes the steps of: providing461that the utility vehicle100includes a chassis101and a drive wheel assembly102coupled with the chassis101, the drive wheel assembly102including a drive wheel assembly rotatable portion222configured for rotating and thereby for enabling the utility vehicle100to traverse a ground125; coupling462a hub carrier230with the drive wheel assembly rotatable portion222, which is configured for rotating relative to the hub carrier230; and coupling463fixedly a stator233A of an electric motor233with the hub carrier230, the electric motor233being configured for causing the drive wheel assembly rotatable portion222to rotate. Stator233A can be at least partially positioned laterally outboard relative to the hub carrier230. Electric motor233can include a rotor233B which is positioned radially outward of the stator233A. Drive wheel assembly102can include a motor housing236configured for housing the electric motor233at least substantially therein, the motor housing236including a motor housing nonrotatable portion236A and a motor housing rotatable portion236B, the rotor233B being coupled with the motor housing rotatable portion236B and thereby being configured for causing the drive wheel assembly rotatable portion222—as well as the motor housing rotatable portion236B which partially forms the drive wheel assembly rotatable portion222—to rotate. Motor housing nonrotatable portion236A can include or be coupled with the hub carrier230such that the motor housing nonrotatable portion236A is positioned at least substantially laterally inboard of the motor housing rotatable portion236B. Utility vehicle100can further include a suspension system209including a lower control arm assembly212including a first control arm linkage212and a second control arm linkage212each of which is coupled with the chassis101and the hub carrier230, the first control arm linkage212and the second control arm linkage212converging toward one another in a direction239toward the hub carrier230, the utility vehicle100further including a brake assembly238which is positioned at least substantially inboard of the lower control arm assembly212.

It is to be understood that the steps of method460are performed by controller237upon loading and executing software code or instructions which are tangibly stored on a tangible computer readable medium, such as on a magnetic medium, e.g., a computer hard drive, an optical medium, e.g., an optical disc, solid-state memory, e.g., flash memory, or other storage media known in the art. Thus, any of the functionality performed by controller237described herein, such as the method460, is implemented in software code or instructions which are tangibly stored on a tangible computer readable medium. The controller237loads the software code or instructions via a direct interface with the computer readable medium or via a wired and/or wireless network. Upon loading and executing such software code or instructions by controller237, controller237may perform any of the functionality of controller237described herein, including any steps of the method460.