Abstract:
A lubrication system and method are disclosed. The system includes a main engine bearing and a crankshaft in operational association with the bearing. The crankshaft includes an end having a cavity with a power transmitting element (e.g., splines). The cavity can receive and engage a mating mechanism to transmit power thereto. The crankshaft further includes a first oil passage that is disposed within the end and a second oil passage that extends from the main engine bearing into the crankshaft. The first oil passage intersects the second oil passage. The system can also include a pump mechanism for circulating lubricating oil from the main engine bearing to the crankshaft through the second oil passage and the first oil passage, and to the cavity to lubricate the power transmitting element. During engine operation, a constant supply of lubricating oil can be provided to the power transmitting element to reduce component wear.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This Continuation-in-Part Patent Application claims the benefit of U.S. patent application Ser. No. 11/615,411 filed Dec. 22, 2006, which is incorporated herein by reference. 
     
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    Not Applicable 
       FIELD OF THE INVENTION 
       [0003]    The present invention relates to a lubrication system, and more particularly, to a system and method for lubricating power transmitting elements. In one aspect, the invention relates to a spline lubrication system. 
       BACKGROUND OF THE INVENTION 
       [0004]    Without proper lubrication to flush away or otherwise remove contaminants, power transmitting elements in engines progressively wear during use. Such wear results in decreased service life of a given piece of equipment. For example, a typical engine with a crankshaft employing internal splines may have a desired service life of 1500 hours. However, during engine use, the slight relative movement between the internal splines and the complementary external splines of an additional component engaged with the internal splines results in fretting and/or corrosion on the splines such that routine maintenance may be required after only 500 hours of use, or perhaps even less. Further, the fretting and/or corrosion of the splines may be exacerbated by improper alignment of the internal splines and the complementary external splines of an additional component. 
         [0005]    Accordingly, it would be desirable to provide a system and method for lubricating power-transmitting elements, such as splines, to reduce wear and to increase service life of such elements during use. Such a solution would, advantageously, reduce the amount of time and costs associated with maintaining equipment incorporating such power transmitting elements. 
       BRIEF SUMMARY OF THE INVENTION 
       [0006]    In one aspect, the present invention relates to a lubrication system for lubricating a power transmitting element in an engine. The system includes a main engine bearing and a crankshaft in operational association with the main engine bearing. The crankshaft includes an end having a cavity having a power transmitting element, and the cavity is capable of receiving and engaging a mating mechanism so as to transmit power thereto. The crankshaft further includes a first oil passage that is substantially centrally disposed within the end and a second oil passage that extends from a main engine bearing into the crankshaft such that the first oil passage intersects the second oil passage. Lubricating oil is circulated from the main engine bearing to the crankshaft through the second oil passage and the first oil passage, and then to the cavity so as to lubricate the power transmitting element. In at least some embodiments, the power transmitting element can include splines or a splined surface. Still further, and in accordance with at least some embodiments, the system can include an engine closure and adapter device. In some embodiments, this device can further include an adapter plate secured to an engine closure plate. In other embodiments, the device includes integrally formed engine closure plate and adapter plate portions, with the engine closure and adapter device being capable of interfacing with another mechanism. 
         [0007]    In other aspects, other systems and methods for lubricating one or more power transmitting elements in an engine are also disclosed. 
         [0008]    Advantageously, during engine operation, a constant or substantially constant supply of lubricating oil can be provided to the power transmitting element so as to reduce component wear and, desirably, extend component service life. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS  
         [0009]    Embodiments of the invention are disclosed with reference to the accompanying drawings and are for illustrative purposes only. The invention is not limited in its application to the details of construction or the device of the components illustrated in the drawings. The invention is capable of other embodiments or of being practiced or carried out in other various ways. Like reference numerals are used to indicate like components. In the drawings: 
           [0010]      FIG. 1  is a schematic illustration of one embodiment of a system for lubricating a power transmitting element on an engine crankshaft according to one aspect of the present invention; 
           [0011]      FIG. 2  is a sectional view of one embodiment of a Power Take-Off (PTO) end of an internally splined engine crankshaft in accordance with one aspect of the present invention; 
           [0012]      FIG. 3A  is an enlarged detailed sectional view of  FIG. 2  showing spline lubrication in accordance with at least one aspect of the present invention; 
           [0013]      FIG. 3B  is another view similar to that of  FIG. 3A  showing another embodiment of PTO end spline lubrication in accordance with at least some aspects of the present invention; 
           [0014]      FIG. 4A  is a cross-sectional side view of one embodiment of a system for lubricating power transmission elements in accordance with at least one aspect of the invention; 
           [0015]      FIG. 4B  is a cross-sectional side view of another embodiment of the system for lubricating power transmission elements in accordance with at least some aspects of the invention; 
           [0016]      FIG. 5A  is a perspective view of an embodiment of an engine closure and adapter device having an engine closure plate with an adapter plate attached thereto; 
           [0017]      FIG. 5B  is a perspective view of another embodiment of the engine closure and adapter device in which the device includes an integrally formed or integrated engine closure plate portion and an adapter plate portion; 
           [0018]      FIG. 5C  is a perspective view of still another embodiment of the engine closure and adapter device, similar to that of  FIG. 5B , in which the device again includes an integrally formed or integrated engine closure plate portion and an adapter plate portion. 
           [0019]      FIG. 6A  is a front view of the engine closure and adapter device shown in  FIG. 5B ; and 
           [0020]      FIG. 6B  is a sectional side view of the engine closure and adapter device taken along line  6 B- 6 B of  FIG. 6A . 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0021]      FIG. 1  is a schematic illustration of one embodiment of a system  10  for lubricating a power transmitting element, such as a spline, a keyway, and the like, via an engine crankshaft  16  in accordance with at least one aspect of the present invention. A first oil passage  12  is provided in the center of an end  11  of the crankshaft  16 . As shown, and in accordance with at least one embodiment of the present invention, the end  11  is the Power Take-Off (PTO) end of the crankshaft  16 . It is contemplated and considered within the scope of the present invention, however, that another location on the crankshaft  16  may be used, including by way of example, the end opposite the PTO end  11 . The PTO end  11  includes a cavity  19  with a surface  13  that includes the power-transmitting element(s). The cavity  19  is capable of receiving an additional mechanism (not shown) that is capable of contacting or engaging the power transmitting element used in conjunction with surface  13 . A second oil passage  14  is provided that extends, as shown, radially inward into the crankshaft  16  from a main engine bearing  15  (e.g., a rear main engine bearing). The first oil passage  12  intersects the second oil passage  14 . 
         [0022]    Lubricating oil  17 , circulated to the bearing  15  by means of an existing engine oil pump or pumping mechanism  6 , flows via a bearing passage  7  through the bearing  15 , through the second oil passage  14  to the first oil passage  12 , and then to the center of the cavity  19 . A flow reducing orifice  18  is provided, typically in the first oil passage  12 , to control the flow of lubricating oil  17  to the cavity  19 . The lubricating oil  17  arriving at or near the center of the cavity  19  can then proceed outward to the inwardly-facing surface  13 , and thus can eventually be used to lubricate both the surface  13  having the power-transmitting element (again not shown) and any additional component that is inserted into the cavity  19 . In this fashion, a constant supply of lubricating oil  17  is provided to the power transmitting element to flush away contaminant(s) contained therein or thereon during operation of the engine. 
         [0023]    In at least some embodiments, in addition to the lubricating oil  17  being provided to the power transmitting element (e.g., an internal spline), as well as any interfacing element (e.g., a complementary external spline), it is possible that the lubricating oil  17  can also be further communicated to other devices by way of such additional components as are coupled to the crankshaft (e.g., PTO end)  16  by way of the power transmitting elements. For example, if an additional component having an interfacing element (e.g., an external spline) also included a clutching mechanism (e.g., a multiple disc hydraulic actuated clutch), then pressurized oil could be supplied from the center of the cavity  19  (as provided by the first oil passage  12 ) to a receiving passage within the external spline and subsequently to the clutching mechanism. 
         [0024]    Turning to  FIG. 2  and in accordance with one aspect of the present invention, a sectional view of another embodiment of a PTO end  20  of an internally splined engine crankshaft  21  is shown. The crankshaft  21  is rotatively supported, as shown via a crankcase  22 . An adapter plate  24  is also shown. Further, it is contemplated that, while not shown, a pump, (e.g., a hydraulic pump), can be and typically is secured to the adapter plate  24 . This pump can be used to operate hydraulically powered equipment, for example, a log splitter, a digging apparatus or a utility boom. An engine closure plate  42  is also shown and is described further with respect to  FIGS. 3A and 3B . As noted above, the end  20  is the PTO end of the crankshaft  21 . However, it is again contemplated that, in at least some embodiments of the present invention, lubrication can be accomplished at another location on the crankshaft  21 , including by way of example, the end opposite the PTO end  20 . 
         [0025]      FIG. 3A  is an enlarged detailed sectional view of  FIG. 2 . The internally splined engine crankshaft  21 , supported by the crankcase  22  ( FIG. 2 ) is again shown. The end  20  includes a cavity  26  with a surface  28  that includes internal splines  30  (or spline teeth).  FIG. 3A  also illustrates an exemplary mating mechanism  27  (i.e. an additional component) having an interfacing element  29  (e.g., spline(s)). The cavity  26  is capable of receiving the interfacing element  29  that, in accordance with at least some embodiments, is capable of contacting and/or engaging the internal splines  30  of surface  28 . 
         [0026]    Further referring to  FIG. 3A , the bearing  15  includes an annular channel  43  and can be fully or partially formed therein. Further, the annular channel  43  is disposed circumferentially about the crankshaft  21 A. The annular channel  43  provides oil to a second oil passage  32  that extends radially inward into the crankshaft  21 . A first oil passage  34 , adjacent to cavity  26 , intersects the second oil passage  32 . The first oil passage  34  is provided at or around the center of the crankshaft  21 . In one embodiment, first and second oil passages  34 ,  32  are created by drilling the passages into the crankshaft  21 , with the second oil passage  32  cross-drilled vertically into the crankshaft  21 . It is noted here that while an internally splined engine crankshaft  21  capable of receiving or engaging a mating mechanism  27  having the interfacing element  29  with external splines is discussed, it should be understood that, if desired, such spline patterns may be reversed. For example, the crankshaft may employ an external spline (or other interfacing element) capable of receiving an internal spline (or other interfacing element) of the mating mechanism. Also, as noted above with respect to  FIG. 1 , while splines are illustrated here, other power-transmitting elements are contemplated and considered within the scope of the present invention. Finally, while the first and second oil passages  34 ,  32 , are shown to intersect each other at approximately a 90 degree angle and at or near the center of the crankshaft  21 , other angles and locations are contemplated and considered within the scope of the present invention. The size and specific shape of the passages can also vary to convenience. 
         [0027]    Further referring to  FIG. 3A , advantageously, a flow reducing orifice  36  is provided, typically in the first oil passage  34 , to control the flow of lubricating oil to the cavity  26 , and specifically the internal splines  30 . As shown, to accomplish the flow-reduction, a plug  38  is included and is situated or otherwise secured within the first oil passage  34 . Lubricating oil flows through the plug  38  and into the cavity  26 . One plug that is suitable for use in the present invention to control oil flow to the internal splines  30  is Cup Plug, part no. 24 139 05, available from Kohler, Co., located in Kohler, Wis. As further illustrated by the arrows in  FIG. 3A , the lubricating oil arriving at the cavity  26  can then proceed to lubricate internal splines  30  of surface  28 , as well as any additional component(s) that is inserted into the cavity  26 . 
         [0028]      FIG. 3B  is another view similar to that of  FIG. 3A , showing spline lubrication in accordance with another aspect of the present invention. More specifically,  FIG. 3B  depicts an embodiment where the second oil passage  32  receives lubricating oil from the bearing to the first oil passage  34 , with the first oil passage  34  provides lubricating oil to the cavity  26 , this is accomplished without an annular channel or flow reducing device as discussed above. 
         [0029]      FIG. 4A  depicts a cross-sectional side view of one embodiment of a system for lubricating power transmission elements in accordance with at least one aspect of the invention. More specifically,  FIG. 4A  depicts the crankshaft  21  at least partially situated in a crankcase  22 , wherein the crankshaft  21  further includes the first oil passage  34 , the second oil passage  32 , the flow reducing orifice  36  and the cavity  26 .  FIG. 4B  is a cross-sectional side view of another embodiment of the system for lubricating power transmission elements in accordance with at least some aspects of the invention. More particularly,  FIG. 4B  shows the crankshaft  21  at least partially situated in the crankcase  22 , wherein the crankshaft  21  further includes the first oil passage  34 , the second oil passage  32  and the cavity  26 . 
         [0030]    In contrast to the embodiments shown in  FIGS. 3A and 4A , the embodiments shown in  FIGS. 3B and 4B  do not utilize the flow reducing orifice  36 . Instead, lubricating oil flows from the bearing passage  45   a  (see  FIG. 5B ) through the second and first oil passages  32 ,  34  respectively, and into the cavity  26 . As the crankshaft  21  shown in  FIG. 3B  rotates, the second oil passage  32  also rotates and aligns with the bearing passage  45   a  shown in  FIG. 5B  (or, similarly, bearing passage  45  shown in  FIG. 5A ) once per revolution of the crankshaft  21  for a brief period of time. Further, when no flow reducing orifice is present, the flow of lubricating oil into the cavity  26  is at least partially regulated by the size of the second oil passage  32  and the frequency of rotational alignment of the second oil passage  32  with the bearing passage  45   a  shown in  FIG. 5B  (or bearing passage  45  shown in  FIG. 5A ). Additionally, the first oil passage  34  shown in  FIGS. 3B and 4B  is substantially larger than as shown in  FIGS. 3A and 4A . In at least one embodiment, the size of the first oil passage  34  can be considered a manufacturing variation that is intended to simplify the machining process of the crankshaft  21 , and in such instances the size may not be critical to the function of the system  10 . Still, in other embodiments, the size of the first oil passage may be at least partially dependent on the size of the second oil passage  32  and/or the desired quantity of oil flow to the cavity  26 . Moreover no annular channel, such as the annular channel  43  as described above, is required. 
         [0031]    Engine crankshafts often include a bearing seal that prevents oil from dripping out of the engine at a PTO end. In the present embodiments, such a seal can be eliminated by use of a passageway  40  and a drain cavity  44 . The passageway  40  is drilled or otherwise provided in an engine closure plate  42  ( FIG. 3A ), or engine closure plate portion  42   a  ( FIG. 3B  and  FIGS. 4A-B ). Passageway  40  defines or provides a return oil path by which the lubricating oil  17  is returned from a drain cavity  44 . Typically, the lubricating oil flows from the drain cavity  44  to the engine oil pump (not shown), via a crankcase sump (also not shown). In this way, a constant or substantially constant supply of lubricating oil is provided to the cavity  26  so as to remove contaminants during engine operation. In at least one embodiment, the engine closure plate  42  ( FIG. 3A ) at least partially encloses the power take-off (PTO) end  20 . Similarly, engine closure plate portion  42   a  (FIGS.  3 B and  4 A-B) can partially enclose the power take-off (PTO) end  20 . In general, the enclosed space between the engine closure plate  42  (and similarly engine closure plate portion  42   a ) and the PTO end  20  can define or provide for at least a portion of the drain cavity  44 . 
         [0032]      FIGS. 5A-5C  illustrates perspective views of three exemplary engine closure and adapter devices  50 ,  60  and  70 , respectively. Referring to  FIG. 5A , a perspective view of an embodiment of an engine closure and adapter device  50  is shown. The exemplary engine closure and adapter device  50  includes an adapter plate  24  that is secured to an engine closure plate  42 .  FIGS. 5B and 5C  depict the exemplary engine closure and adapter devices  60  and  70 , that each include integrally formed engine closure plate and adapter plate portions  42   a ,  24   a , respectively. Additionally,  FIG. 5A , similar to  FIG. 3A , depicts the annular channel  43 , whereas  FIGS. 3B ,  4 A,  5 B and  5 C do not include the annular channel. 
         [0033]    In at least some embodiments, the precise location of the passageway  40  (shown in  FIGS. 3A-3B  and  4 A- 4 B) can vary depending on the configuration of the engine closure plate and adapter plate, although typically the passageway  40  is positioned adjacent to a low point in the drain cavity  44 , as shown in  FIGS. 3A-3B  and  4 A- 4 B. The closure and adapter device  60 ,  70  ( FIGS. 5B-5C ) having integral closure plate portion  42   a  adapter plate portion  24   a  provides a pre-assembly surface that is larger, and therefore provides added versatility in locating and positioning the aforementioned passageway and drain cavity. 
         [0034]    With reference to  FIGS. 3A and 5A , the annular channel  43 , bearing  47 , bearing passage  45 , drain cavity  44 , and passageway  40  are shown. Lubricating oil from the bearing passage  45  enters the annular channel  43  and provides a continuous supply of lubricating oil to the second oil passage  32  regardless of the rotational position of the crankshaft  21 . Adjusting the depth of the annular channel  43  can increase or decrease the volume of lubricating oil that is available to the second oil passage  32 . Therefore, the size of the annular channel  43  is at least in part dependent on the amount of lubricating oil desired to be received at the cavity  26 . 
         [0035]    Still referencing  FIGS. 3A and 5A , the exemplary engine closure and adapter device  50  ( FIG. 5A ) is configured to be installed at least partially over the crankshaft  21  ( FIG. 3A ). In at least one embodiment the exemplary engine closure and adapter device  50  is secured to the crankcase  22  (e.g., as previously shown in  FIG. 2 ) with fasteners, such as bolts, that are installed through mounting holes  57 . Once the exemplary engine closure and adapter device  50  is in a secured position, the crankshaft  21  is preferably recessed inside the exemplary engine closure and adapter device  50 . Further, the adapter plate  24  can include a plurality of securing points, such as adapter holes  56 , and the engine closure plate  42  can include a plurality of securing points, such as threaded plate cavities  58  that can be formed integrally with the engine closure plate  42 . Fasteners such as bolts (not shown), are used to secure the adapter plate  24  to the engine closure plate  42  via the adapter holes  56  and the plate cavities  58 . Additionally, the adapter plate  24  can have a plurality of securing points such as threaded mount cavities  59  for securing a component such as the aforementioned hydraulic pump to the adapter plate  24  using a fastener such as a bolt. Further and although not shown, the adapter plate  24  can include protrusions or apertures suitable for assisting the alignment of the power transmitting element with an interfacing element (such as a spline of a hydraulic pump). 
         [0036]    Still referencing  FIGS. 3A and 5A , the exemplary engine closure and adapter device  50  can further have at least one component interface location  55  in the form of a bore that is substantially concentric with a PTO end. The component interface location  55  is typically machined into or formed integral with at least one of the adapter plate  24  and the engine closure plate  42 . The component interface location  55  can provide an additional alignment and or securing point by providing a rigid guide for component insertion between the exemplary engine closure and adapter device  50  and a component attached therewith. Further, component interface locations  55  of various sizes may be used simultaneously on the exemplary engine closure and adapter device  50  to provide versatility for installing varying components. 
         [0037]    With reference to  FIG. 5B , engine closure and adapter device  60  includes the adapter plate portion  24   a  that is formed integrally with engine closure plate portion  42   a . Additionally, the adapter plate portion  24   a  can have a plurality of securing points such as threaded mount cavities  69  for securing, with a fastener such as a bolt, a component such as the aforementioned hydraulic pump (not shown). With the engine closure plate and adapter plate portions  42   a  and  24   a  formed in an integral fashion, precise alignment of the power transmitting element with an interfacing element  29  (e.g., as shown in  FIG. 3B ) is more readily accomplished. Further, in contrast to  FIGS. 3A and 5A  and in accordance with at least some embodiments of the invention, the annular channel  43  of  FIGS. 3A and 5A  is absent. Instead, a bearing passage  45   a  extends through a bearing  47   a , for example, so as to be situated adjacent an engine crankshaft. 
         [0038]    With further reference to  FIG. 5B , the exemplary engine closure and adapter device  60  is configured to be installed at least partially over a crankshaft (such as crankshaft  21  shown in  FIGS. 4A and 4B ). In at least some embodiments, the exemplary engine closure and adapter device  60  is secured to the engine (not shown) with a fastener, such as a bolt, that is situated in or through mounting holes  67 . With the exemplary engine closure and adapter device  60  in a secured position, the crankshaft  21  is preferably recessed inside the exemplary engine closure and adapter device  60 . Additionally, one or more securing points  69  are formed in the adapter plate portion  24   a  situated at least generally along a circumference in a radial direction from the component interface location  65 . Securing points  69  can be used to secure a pump such as a hydraulic pump to the adapter plate portion  24   a . It is contemplated that the precise number and spacing of the securing points can vary to convenience. For example, the points can be oriented generally along more than one circumference and in or along more than one radial direction. Alternatively, the securing points may be arranged in various other patterns (e.g., rectangular, triangular, octagonal, etc.), which are contemplated and considered within the scope of the present invention. 
         [0039]      FIG. 5C  depicts an engine closure and adapter device  70  that is similar to the engine closure and adapter device  60  shown in  FIG. 5B , with the exception that the securing points  69  are situated farther from the component interface location  65  (e.g., in a respective radial direction) along the adapter plate portion  24   a . Here again, although securing points  69  are shown in specific locations on the adapter plate portion  24   a  in  FIGS. 5B and 5C , other locations can be suitable as necessitated by the device (e.g., its shape, mounting configuration, etc.) being attached thereto and such other locations or patterns for the securing points are again contemplated and considered within the scope of the present invention. Still further, other mounting mechanisms (e.g., a threaded or other rotationally securable component) capable of securing a device (e.g., a hydraulic pump) to the adapter plate portion  24   a  can be used. 
         [0040]    Turning to  FIGS. 5B and 5C , the exemplary engine closure and adapter devices  60  and  70  can also have one or more component interface locations  65  to aid in the alignment between the engine closure and adapter devices  60 ,  70  and a mating component attached thereto (such as a hydraulic pump). Here again, component interface locations  65  of various sizes may be used simultaneously on the exemplary engine closure and adapter devices  60  and  70  to provide versatility for installing varying components. 
         [0041]      FIGS. 6A and 6B  are front and sectional side views, respectively, of  FIG. 5B , and show bearing  47   a , bearing channel  45   a , component interface locations  65  and engine closure and adapter device  60  further including adapter plate portion  24   a  and the engine closure plate portion  42   a . In accordance with at least some embodiments of the invention, the component interface locations  65  take the form of a series of concentric circular recesses with varied depths that decrease in diameter as they are situated closer to the bearing  47   a  (e.g., as shown in  FIG. 5B ). Further, it has been contemplated that the component interface locations  65  can take various shapes other than circular, such as triangular or rectangular. More generally, it is contemplated and considered within the scope of the invention that the component interface locations (and any connecting components) may be sized and/or shaped to convenience. Further, it is contemplated that the component interface locations  65  can be machined into the engine closure and adapter device SO after production, or alternatively, they can be formed simultaneously within the engine closure and adapter device  60  as part of a single casting. 
         [0042]    It is noted that while the preceding descriptions group certain figures together, such description is provided to facilitate an understanding of the invention only, and should not be construed in a limiting sense. For example, the integral or integrated engine closure and adapter device  60  (e.g.,  FIG. 5B ) can be utilized in conjunction with an assembly having the features illustrated in  FIG. 3A  (e.g., an annular channel), and similarly, the engine closure and adapter device  50  (e.g., as shown  FIG. 5A ) can be utilized in conjunction with an assembly having the features illustrated in  FIGS. 4A and 4B . 
         [0043]    In at least some embodiments, the precise location of the passageway  40  ( FIGS. 3A-3B  and  4 A- 4 B) can vary depending on a number of criteria or factors. For example, the integrated engine closure and adapter plate device  60  (e.g.,  FIG. 5B ) can allow for more efficient positioning of the passageway  40  as compared to the secured engine closure and adapter plate device  50  (e.g., as shown in  FIG. 5A ), because there are no discontinuous portions to accommodate. Further, in at least some embodiments, the passageway  40  is positioned adjacent to a low point in the drain cavity  44 , as shown in  FIGS. 3A-3B  and  4 A- 4 B. 
         [0044]    End use applications for the above invention include, but are not limited to, low cost utility engines (e.g., twin cylinder, single cylinder, multiple cylindered, etc.). Engines contemplated for use in the present invention include Command® Engines, also manufactured by Kohler, Co., located in Kohler, Wis. 
         [0045]    It is specifically intended that the present invention not be limited to the embodiments and illustrations contained herein, but include modified forms of those embodiments including portions of the embodiments and combinations of elements of different embodiments as come within the scope of the following claims.