Patent ID: 12246832

DESCRIPTION

FIG.1is a schematic representation of an aircraft10that may comprise aircraft assemblies100according to the present disclosure. While aircraft10is depicted as a fixed-wing airliner, aircraft10and aircraft assemblies100according to the present disclosure are not limited to such examples, and aircraft10may be fixed wing aircraft, commercial aircraft, military aircraft, passenger aircraft, autonomous aircraft, rotorcraft, etc. Aircraft10typically include wings12and a tail14that are supported by a fuselage16to form and/or define an airframe18. The wings12and the tail14typically include a plurality of flight control surfaces20that are configured to be selectively moved relative to support structures22of the wings12or the tail14. Examples of flight control surfaces20include flaps26, ailerons27, slats28, spoilers30, rudders32, and elevators34. Some flight control surfaces20may be described as being configured to be actuated between a retracted configuration36, as illustrated inFIG.2, and an extended configuration38, as illustrated inFIG.3, using a slat28as an example. A retracted configuration36also may be described as a stowed configuration or a nominal configuration, and an extended configuration38also may be described as a deployed configuration or an actuated configuration.

Aircraft assemblies100according to the present disclosure comprise at least one flexure spring106. Flexure springs106also may be referred to as flexure bearings. With reference toFIGS.4-7, an example flexure spring106is depicted. Flexure springs106are a unique type of spring generally constructed from a flat piece of resilient material, such as a metal. However, flexure springs106also may be constructed of plastics, fiber reinforced plastics, and other resilient materials. Flexure springs106may be circular or generally circular, but are not required to be. With reference toFIG.4, flexure springs106typically are configured to be mounted between two structures, with a first structure mounted to a perimeter region124of the flexure spring106, and with a second structure mounted to a central region126on the opposite side of the flexure spring106. That is, flexure springs106may be described as having a first side116and a second side118that is opposite the first side116. As a result, the flexure spring106provides multiple degrees of freedom with respect to the two structures mounted to the opposite sides of the flexure spring106. In particular, a flexure spring106may be described as having a neutral configuration120corresponding to an undeformed state, such as illustrated inFIGS.4and5, and also as having a range of deflected configurations122, in which the perimeter region124and the central region126have been moved relative to each other as a result of a load applied to one of the perimeter region124or the central region126and the flexure spring106is in a state of deformation, such as illustrated inFIGS.6and7. When the load is removed, the flexure spring106returns to its neutral configuration. That is, flexure springs106are biased toward their neutral configurations120. The neutral configuration120of a flexure spring106also may be described as an unsprung or unloaded configuration, and the deflected configurations122of a flexure spring106also may be described as sprung or loaded configurations. Typically, most flexure springs106are planar, generally planar, flat, or generally flat when in the neutral configuration120. In contrast, when a flexure spring106is deformed into a deflected configuration, the flexure spring106is no longer planar, or flat, and may form a conical like shape, depending on the construction of the flexure spring106. However, a flexure spring106also may be configured such that the neutral configuration is a non-planar configuration.

Flexure springs106may be constructed in a variety of ways. Often, flexure springs106comprise a plurality of slots136that extend in a spiral pattern at least between the central region126and the perimeter region124, as schematically represented inFIG.4, although the slots136also may extend into the central region126and/or the perimeter region124. As a result, when the central region126and the perimeter region124are caused to moved relative to each other, such as a result of an imparted force by one or both of the two structures mounted to the flexure spring106, the slots136permit such relative movement, such as seen in the example positions ofFIGS.6and7. In particular, the range of deflected configurations122serve to define a spring axis130of the flexure spring106. The spring axis130may be linear and perpendicular to the plane of the flexure spring106when in the neutral configuration120, such as in the example ofFIG.6, where the perimeter region124and the central region126have been moved relative to each other in a perpendicular direction relative to the planar state of the neutral configuration120inFIGS.4and5. However, the spring axis130may be non-perpendicular to the plane of the flexure spring106when in the neutral configuration, such as in the example ofFIG.7, where the perimeter region124and the central region126have translated relative to each other, such as a result of a force or forces acting on one or both of the perimeter region125and the central region126that are not perpendicular to the planar state of the neutral configuration120. Additionally, some loads may cause the spring axis to become non-linear, or curved. Accordingly, flexure springs106may provide multiple degrees of freedom between the structures mounted to a flexure spring106, including linear and curved movement along the spring axis130, as well as pivotal or rotational movement about the spring axis130.

Turning now toFIGS.8-10, aircraft assemblies100according to the present disclosure are schematically presented. InFIGS.8-10, elements that are likely to be included in a given example are illustrated in solid lines, while elements that are optional to a given example are illustrated in broken lines. However, elements that are illustrated in solid lines are not essential to all examples of the present disclosure, and an element shown in solid lines may be omitted from a particular example without departing from the scope of the present disclosure.

As schematically represented inFIGS.8-10, aircraft assemblies100comprise at least an aerostructure102, a sealing structure104, and a flexure spring106. The aerostructure102may be any structure of an aircraft10, such as a flight control surface20. The sealing structure104is provided to engage with a structure that is adjacent to the aerostructure102, such as to fill a gap, to ensure a uniform or desired aerodynamic surface between two adjacent aerosurfaces, etc., and the flexure spring106urges the sealing structure104into such engagement with an adjacent structure. For example, the adjacent structure may be a second flight control surface20.

The aerostructure102comprises an end surface114. The flexure spring106is operably coupled between the aerostructure102and the sealing structure104and is configured to urge the sealing structure104away from the end surface114of the aerostructure102, and thus toward (and into engagement with) an adjacent structure.

In some examples, the aerostructure102comprises an aerostructure aerosurface110, and the sealing structure104comprises a sealing-structure aerosurface112that is shaped to correspond to the aerostructure aerosurface110. For example, when the aerostructure102is a flight control surface20, at least a portion of the outer surface of the sealing structure (i.e., the sealing-structure aerosurface112) may be shaped the same as, similar to, and/or may otherwise correspond to the shape of the flight control surface20. As a result, the sealing structure104may be described as an extension of the aerostructure102, and the sealing-structure aerosurface112may be described as an extension of the aerostructure aerosurface110. As a result, the combined aerosurface will extend up against the adjacent structure toward which the sealing structure104is biased by the flexure spring106.

As schematically and optionally illustrated inFIGS.8-10, in some examples, the aerostructure102extends at least partially around the sealing-structure aerosurface112. That is, the aerostructure102may define a pocket138into which the sealing structure104partially extends. As a result, the sealing-structure aerosurface112and the aerostructure aerosurface110maintain a close proximity to each other even when the sealing structure104is biased completely against the adjacent structure.

As also schematically and optionally illustrated inFIGS.8-10, in some examples, the sealing structure104extends at least partially around the flexure spring106. That is, the sealing structure104may define a pocket142into which the flexure spring106extends.

Turning exclusively to the example aircraft assemblies100schematically represented inFIG.8, in some examples of aircraft assemblies100, the flexure spring106is operably mounted to the aerostructure102within the perimeter region124of the flexure spring106and is operably mounted to the sealing structure104within the central region126of the flexure spring106. In such examples, the central region126of the flexure spring106extends toward the end surface114of the aerostructure102when the flexure spring is in the range of deflected configurations122. As a result, the flexure spring106biases the central region126toward the sealing structure104and thus toward the adjacent structure against which it is intended to engage.

In some such examples, the flexure spring106is operably mounted to the aerostructure102within the perimeter region124at three or more spaced-apart positions. For example, with reference back to the example flexure spring106ofFIG.4, the flexure spring106may have three or more mounts140, such as holes, that are utilized for operative mounting of the perimeter region124to the end surface114of the aerostructure102. In some such examples, the flexure spring106is operably mounted to the aerostructure102within the perimeter region124at exactly three spaced-apart positions. However, other mounting configurations also may be utilized.

In some examples of aircraft assemblies100, the perimeter region124of the flexure spring106is at a fixed distance from the end surface114, and the central region126of the flexure spring106extends toward the end surface114when the flexure spring106is in the range of deflected configurations122. That is, the central region126is permitted to move relative to the end surface114of the aerostructure102against the bias of the flexure spring106.

With continued reference to the examples ofFIG.8, in some examples of aircraft assemblies100, the sealing structure104comprises a spring engagement structure128that engages more of the second side118of the flexure spring106when the flexure spring106is in the range of deflected configurations122than when the flexure spring106is in the neutral configuration120. In other words, the spring engagement structure128engages the flexure spring106outside of the central region126at least when the flexure spring106in in the range of deflected configurations122. As a result, it is not merely the central region126of the flexure spring106that engages and pushes against the sealing structure104. That is, it is not just the operative mount between the central region126and the sealing structure104that transfers the flexure spring's bias to the sealing structure104, effectively spreading the force of the bias over a wide area of the sealing structure104via the spring engagement structure128.

In some such examples, the spring engagement structure128comprises an engagement surface132that extends at a non-zero angle relative to the spring axis130and that engages the second side118of the flexure spring106at least when the flexure spring106is in the range of deflected configurations122. In some such examples, the engagement surface132is conical, dome-shaped, pyramidal, or convex, or otherwise defines a conical, dome-shaped, pyramidal, or convex shape in space. In some examples, the spring engagement structure128comprises a plurality of ribs134(e.g., at least three) that are spaced radially relative to each other. In some examples, the ribs134are spaced radially about the mount between the central region126of the flexure spring106and the sealing structure104.

Turning exclusively to the example aircraft assemblies100schematically represented inFIG.9, in other examples of aircraft assemblies100, the flexure spring106is operably mounted to the sealing structure104within the perimeter region124, and the flexure spring106is operably mounted to the aerostructure102within the central region126(i.e., the opposite of the examples ofFIG.8, discussed above). In such examples, the central region126of the flexure spring106extends away from the end surface114of the aerostructure102when the flexure spring106is in the range of deflected configurations122. As a result, the flexure spring106biases the perimeter region124toward the sealing structure104and thus toward the adjacent structure against which it is intended to engage.

In some such examples, the flexure spring106is operably mounted to the sealing structure104within the perimeter region124at three or more spaced-apart positions. For example, with reference back to the example flexure spring106ofFIG.4, the flexure spring106may have three or more mounts140, such as holes, that are utilized for operative mounting of the perimeter region124to the sealing structure104. In some such examples, the flexure spring106is operably mounted to the sealing structure104within the perimeter region124at exactly three spaced-apart positions. However, other mounting configurations also may be utilized.

In some example of aircraft assemblies100, the perimeter region124is at a fixed distance from the sealing structure104, wherein the central region126extends toward the sealing structure104when the flexure spring106is in the range of deflected configurations122. That is, the perimeter region124of the flexure spring106is permitted to move relative to the end surface114of the aerostructure102against the bias of the flexure spring106.

With continued reference to the examples ofFIG.9, in some examples of aircraft assemblies100, the aerostructure102comprises a spring engagement structure128that engages more of the first side116of the flexure spring106when the flexure spring106is in the range of deflected configurations122than when the flexure spring106is in the neutral configuration120. In other words, the spring engagement structure128engages the flexure spring106outside of the central region126at least when the flexure spring106in in the range of deflected configurations122. As a result, it is not merely the central region126of the flexure spring106that engages and pushes against the aerostructure102. That is, it is not just the operative mount between the central region126and the end surface114that transfers the flexure spring's bias to the sealing structure104, effectively spreading the force of the bias over a wide area of the aerostructure102via the spring engagement structure128.

In some such examples, the spring engagement structure128comprises an engagement surface132that extends at a non-zero angle relative to the spring axis130and that engages the first side116of the flexure spring106at least when the flexure spring106is in the range of deflected configurations. In some such examples, the engagement surface132is conical, dome-shaped, or convex, or otherwise defines a conical, dome-shaped, or convex shape in space. In some examples, the spring engagement structure128comprises a plurality of ribs134that are spaced radially relative to each other, such as relatively about the mount of the central region126of the flexure spring106to the end surface114.

With reference to the examples of bothFIGS.8and9, in some examples of aircraft assemblies100, the aerostructure102is a first aerostructure102a, and the aircraft assembly100further comprises a second aerostructure102b. In such examples, the flexure spring106urges the sealing structure104into engagement with the second aerostructure102b. For example, the second aerostructure102bmay be a flight control surface20, and in some such examples, the first aerostructure102aand the second aerostructure102bmay be of the same type of flight control surface20, such as being adjacent slats. For example, when adjacent flight control surfaces20, such as slats, are deployed in tandem, the aerodynamic forces on the adjacent flight control surfaces20can cause them to move at slightly different rates and into slightly different positions. Because the sealing structure104is spring biased from one flight control surface20toward and into engagement with the adjacent flight control surface20by the flexure spring106, and because the flexure spring106allows for non-linear movement of the sealing structure104(e.g., seeFIG.7and discussion above), the corresponding aerosurfaces transition smoothly from one flight control surface20to the other.

Turning exclusively to the examples of aircraft assemblies100schematically represented inFIG.10, in some aircraft assemblies10, the aerostructure102is a first aerostructure102a, the sealing structure104is a first sealing structure104a, the flexure spring106is a first flexure spring106a, and the aircraft assembly100further comprises a second aerostructure102b, a second sealing structure104b, and a second flexure spring106bthat is operably coupled between the second aerostructure102band the second sealing structure104b. The second flexure spring106bis configured to urge the second sealing structure104baway from the second aerostructure102b, and the first sealing structure104ais engaged with the second sealing structure104b. In other words, the two flexure springs urge the two sealing structures into engagement with each other and away from the respective aerostructures. As with the examples ofFIGS.8and9, such a configuration results in the corresponding aerosurfaces transitioning smoothly from the first aerostructure102ato the second aerostructure102b.

Turning now toFIG.11, also within the scope of the present disclosures are aircraft assembly kits200that may be used to assemble aircraft assemblies100according to the present disclosure. As schematically represented, aircraft assembly kits200comprise at least a sealing structure104, and a flexure spring106that is configured to be operably coupled between an aerostructure102and the sealing structure104to urge the sealing structure104away from the aerostructure102.

Turning now toFIGS.12-14, an illustrative non-exclusive example of an aircraft assembly100in the form of aircraft assembly300is illustrated. Where appropriate, the reference numerals from the schematic illustrations ofFIGS.8-10are used to designate corresponding parts of aircraft assembly300; however, the example ofFIGS.12-14are non-exclusive and does not limit aircraft assemblies100to the illustrated embodiment of aircraft assembly300. That is, aircraft assemblies100are not limited to the specific embodiment of the illustrated aircraft assembly300and aircraft assemblies100may incorporate any number of the various aspects, configurations, characteristics, properties, etc. of aircraft assemblies100that are illustrated in and discussed with reference to the schematic representations ofFIGS.8-10and/or the embodiment ofFIGS.12-14, as well as variations thereof, without requiring the inclusion of all such aspects, configurations, characteristics, properties, etc. For the purpose of brevity, each previously discussed component, part, portion, aspect, region, etc. or variants thereof may not be discussed, illustrated, and/or labeled again with respect to aircraft assembly300; however, it is within the scope of the present disclosure that the previously discussed features, variants, etc. may be utilized with aircraft assembly300.

Aircraft assembly300is an example of an aircraft assembly100according to the schematic representation ofFIG.8. In this particular example, the aerostructure102is a slat28. As seen, the perimeter region124of the flexure spring106is mounted to the end surface114of the aerostructure102at exactly three spaced-apart locations, and the central region126of the flexure spring is mounted to the sealing structure104. The sealing structure104of aircraft assembly300is an example of a sealing structure104that comprises a spring engagement structure128that comprises four triangular ribs134that are spaced radially about the mount connecting the sealing structure104to the central region126of the flexure spring106. The aerostructure102of aircraft assembly300is an example that defines a pocket138, into which the sealing structure104partially extends. In addition, the sealing structure of aircraft assembly300defines a pocket142, within which the ribs134are positioned. The sealing structure104comprises a sealing-structure aerosurface112that corresponds to the aerostructure aerosurface110of the aerostructure102.

Illustrative, non-exclusive examples of inventive subject matter according to the present disclosure are described in the following enumerated paragraphs:

A1. An aircraft assembly (100), comprising:an aerostructure (102) comprising an end surface (114);a sealing structure (104); anda flexure spring (106) operably coupled between the aerostructure (102) and the sealing structure (104) and configured to urge the sealing structure (104) away from the end surface (114) of the aerostructure (102), wherein the flexure spring (106) has a neutral configuration (120) and a range of deflected configurations (122), wherein the flexure spring (106) is biased toward the neutral configuration (120), and wherein the flexure spring (106) comprises a first side (116) and a second side (118) opposite the first side (116).

A2. The aircraft assembly (100) of paragraph A1, wherein the aerostructure (102) comprises an aerostructure aerosurface (110), and wherein the sealing structure (104) comprises a sealing-structure aerosurface (112) that is shaped to correspond to the aerostructure aerosurface (110).

A2.1. The aircraft assembly (100) of paragraph A2, wherein the aerostructure (102) extends at least partially around the sealing-structure aerosurface (112).

A3. The aircraft assembly (100) of any of paragraphs A1-A2.1, wherein the flexure spring (106) comprises a perimeter region (124) and a central region (126).

A3.1. The aircraft assembly (100) of paragraph A3, wherein the flexure spring (106) is operably mounted to the aerostructure (102) within the perimeter region (124), and wherein the flexure spring (106) is operably mounted to the sealing structure (104) within the central region (126).

A3.1.1. The aircraft assembly (100) of paragraph A3.1, wherein the flexure spring (106) is operably mounted to the aerostructure (102) within the perimeter region (124) at three or more spaced-apart positions.

A3.1.1.1. The aircraft assembly (100) of paragraph A3.1.1, wherein the flexure spring (106) is operably mounted to the aerostructure (102) within the perimeter region (124) at exactly three spaced-apart positions.

A3.1.2. The aircraft assembly (100) of any of paragraphs A3.1-A3.1.1.1, wherein the perimeter region (124) is at a fixed distance from the end surface (114), and wherein the central region (126) extends toward the end surface (114) when the flexure spring (106) is in the range of deflected configurations (122).

A3.2. The aircraft assembly (100) of any of paragraphs A3-A3.1.2, wherein the sealing structure (104) comprises a spring engagement structure (128), and wherein the spring engagement structure (128) engages more of the second side (118) of the flexure spring (106) when the flexure spring (106) is in the range of deflected configurations (122) than when the flexure spring (106) is in the neutral configuration (120).

A3.2.1. The aircraft assembly (100) of paragraph A3.2, wherein the range of deflected configurations (122) defines a spring axis (130) of the flexure spring (106) and wherein the spring engagement structure (128) comprises an engagement surface (132) that extends at a non-zero angle relative to the spring axis (130) and that engages the second side (118) of the flexure spring (106) at least when the flexure spring (106) is in the range of deflected configurations.

A3.2.1.1. The aircraft assembly (100) of paragraph A3.2.1, wherein the engagement surface (132) is conical, dome-shaped, or convex.

A3.2.1.2. The aircraft assembly (100) of any of paragraphs A3.2.1-A3.2.1.1, wherein the spring engagement structure (128) comprises a plurality of ribs (134) spaced radially relative to each other.

A3.3. The aircraft assembly (100) of paragraph A3, wherein the flexure spring (106) is operably mounted to the sealing structure (104) within the perimeter region (124), and wherein the flexure spring (106) is operably mounted to the aerostructure (102) within the central region (126).

A3.3.1. The aircraft assembly (100) of paragraph A3.3, wherein the flexure spring (106) is operably mounted to the sealing structure (104) within the perimeter region (124) at three or more spaced-apart positions.

A3.3.1.1. The aircraft assembly (100) of paragraph A3.1.1, wherein the flexure spring (106) is operably mounted to the sealing structure (104) within the perimeter region (124) at exactly three spaced-apart positions.

A3.3.2. The aircraft assembly (100) of any of paragraphs A3.3-A3.3.1, wherein the perimeter region (124) is at a fixed distance from the sealing structure (104), and wherein the central region (126) extends toward the sealing structure (104) when the flexure spring (106) is in the range of deflected configurations (122).

A3.3.3. The aircraft assembly (100) of any of paragraphs A3.3-A3.3.2, wherein the aerostructure (102) comprises a spring engagement structure (128), and wherein the spring engagement structure (128) engages more of the first side (116) of the flexure spring (106) when the flexure spring (106) is in the range of deflected configurations (122) than when the flexure spring (106) is in the neutral configuration (120).

A3.3.3.1. The aircraft assembly (100) of paragraph A3.3.3, wherein the range of deflected configurations (122) defines a spring axis (130) of the flexure spring (106) and wherein the spring engagement structure (128) comprises an engagement surface (132) that extends at a non-zero angle relative to the spring axis (130) and that engages the first side (116) of the flexure spring (106) at least when the flexure spring (106) is in the range of deflected configurations.

A3.3.3.1.1. The aircraft assembly (100) of paragraph A3.3.3.1, wherein the engagement surface (132) is conical, dome-shaped, or convex.

A3.3.3.1.2. The aircraft assembly (100) of any of paragraphs A3.3.3.1-A3.3.3.1.1, wherein the spring engagement structure (128) comprises a plurality of ribs (134) spaced radially relative to each other.

A4. The aircraft assembly (100) of any of paragraphs A1-A3.3.3.1.2, wherein the aerostructure (102) is a first aerostructure (102a), wherein the aircraft assembly (100) further comprises a second aerostructure (102b), and wherein the flexure spring (106) urges the sealing structure (104) into engagement with the second aerostructure (102b).

A5. The aircraft assembly (100) of any of paragraphs A1-A3.3.3.1.2, wherein the aerostructure (102) is a first aerostructure (102a), the sealing structure (104) is a first sealing structure (104a), and the flexure spring (106) is a first flexure spring (106a), and wherein the aircraft assembly (100) further comprises:a second aerostructure (102b);a second sealing structure (104b); anda second flexure spring (106b) operably coupled between the second aerostructure (102b) and the second sealing structure (104b) and configured to urge the second sealing structure (104b) away from the second aerostructure (102b);wherein the first sealing structure (104a) is engaged with the second sealing structure (104b).

A6. The aircraft assembly (100) of any of paragraphs A1-A5, wherein the aerostructure (102) is a flight control surface (20).

A6.1. The aircraft assembly (100) of paragraph A6, wherein the aerostructure is a slat (28).

A6.2. The aircraft assembly (100) of any of paragraphs A6-A6.1 when depending from any of paragraphs A4-A5, wherein the flight control surface (20) is a first flight control surface (20a), and wherein the second aerostructure (108) is a second flight control surface (20b).

A6.2.1. The aircraft assembly (100) of paragraph A6.2 when depending from paragraph A6.1, wherein the slat (28) is a first slat (28a), and wherein the second aerostructure (102b) is a second slat (28b).

B. An aircraft assembly kit (200), comprising:a sealing structure (104); anda flexure spring (106) configured to be operably coupled between an aerostructure (102) and the sealing structure (104) to urge the sealing structure (104) away from the aerostructure (102).

B1. The aircraft assembly kit (200) of paragraph B, comprising the subject matter of any of paragraphs A1-A6.2.1.

As used herein, the terms “adapted” and “configured” mean that the element, component, or other subject matter is designed and/or intended to perform a given function. Thus, the use of the terms “adapted” and “configured” should not be construed to mean that a given element, component, or other subject matter is simply “capable of” performing a given function but that the element, component, and/or other subject matter is specifically selected, created, implemented, utilized, programmed, and/or designed for the purpose of performing the function. It is also within the scope of the present disclosure that elements, components, and/or other recited subject matter that is recited as being adapted to perform a particular function may additionally or alternatively be described as being configured to perform that function, and vice versa. Similarly, subject matter that is recited as being configured to perform a particular function may additionally or alternatively be described as being operative to perform that function.

As used herein, the term “and/or” placed between a first entity and a second entity means one of (1) the first entity, (2) the second entity, and (3) the first entity and the second entity. Multiple entries listed with “and/or” should be construed in the same manner, i.e., “one or more” of the entities so conjoined. Other entities optionally may be present other than the entities specifically identified by the “and/or” clause, whether related or unrelated to those entities specifically identified. Thus, as a non-limiting example, a reference to “A and/or B,” when used in conjunction with open-ended language such as “comprising,” may refer, in one example, to A only (optionally including entities other than B); in another example, to B only (optionally including entities other than A); in yet another example, to both A and B (optionally including other entities). These entities may refer to elements, actions, structures, steps, operations, values, and the like.

The various disclosed elements of apparatuses and steps of methods disclosed herein are not required to all apparatuses and methods according to the present disclosure, and the present disclosure includes all novel and non-obvious combinations and subcombinations of the various elements and steps disclosed herein. Moreover, one or more of the various elements and steps disclosed herein may define independent inventive subject matter that is separate and apart from the whole of a disclosed apparatus or method. Accordingly, such inventive subject matter is not required to be associated with the specific apparatuses and methods that are expressly disclosed herein, and such inventive subject matter may find utility in apparatuses and/or methods that are not expressly disclosed herein.