Vehicle generator

Vehicle generator technology field

[0001] The present invention relates to a vehicle generator installed on a vehicle such as a passenger car or a truck.

Background technique

[0002] A vehicle alternator having a three-phase full-wave rectifier composed of power MOS transistors to improve power generation performance is known. For example, see Japanese Patent Application Laid-Open No. H8-336259. In the above-mentioned vehicle generator, the gate control voltage for on/off control of the six power MOS transistors constituting the three-phase full-wave rectifier is generated by the controller.

[0003] However, the conventional vehicle generator as described in the above patent document has a problem because all the power MOS transistors constituting the three-phase full-wave rectifier are controlled by the same controller switch. If the controller fails, the three-phase full-wave rectifier The wave rectifier stops working. It is conceivable to adopt such a configuration: group the power MOS transistors that constitute the three-phase full-wave rectifier into each phase of the stator winding, and provide a controller for each group, so that even if it is provided to one of the corresponding controllers of one of the groups If it fails, the vehicle generator can still continue to use other controllers to perform part of the power generation operation. However, this configuration is difficult to implement because it is difficult to control the phase current of the vehicle generator as a whole because the controllers are difficult to cooperate with each other, and it is difficult to locate faults in each phase of the vehicle generator.

Summary of the invention

[0004] The present invention provides a vehicle generator, including:

[0005] A rotor wound with a field winding, which is used to excite the magnetic poles of the rotor;

[0006] A stator wound with stator windings as a multi-phase winding for generating AC voltage according to the rotating magnetic field generated by the field winding;

[0007] rectifier modules, which are respectively connected to the corresponding output terminals of the stator windings; and

[0008] A power generation control device for controlling the power generation voltage of the vehicle generator formed from the output of the rectifier module by controlling the excitation current flowing through the field winding;

[0009] wherein each rectifier module includes a pair of a first MOS transistor and a second MOS transistor connected in series between the positive and negative terminals of the battery,

[0010] The rectifier modules are connected to each other through a communication line, and

[0011] The rectifier module exchanges data related to the control of the first and second MOS transistors of the rectifier module through a pulse sequence signal transmitted on the communication line.

[0012] According to the present invention, a vehicle generator is provided, which can continue to reliably perform part of the power generation operation when a fault occurs in the rectifier module of the vehicle generator.

[0013] Through the following description including the drawings and claims, other advantages and features of the present invention will become apparent.

Description of the drawings

[0014] In the drawings:

[0015] FIG. 1 is a diagram showing the structure of a vehicle generator according to an embodiment of the present invention;

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[0016] FIG. 2 is a diagram showing the structure of a rectifier module included in the vehicle generator shown in FIG. 1;

[0017] FIG. 3 is a diagram showing the structure of a control circuit included in each rectifier module shown in FIG. 2;

[0018] FIG. 4 is a diagram showing a connection between a power generation control device, a rectifier module, and an ECU by using a rectifier communication bus;

[0019] FIG. 5 is a diagram showing the time relationship between the pulse train signal conveyed to the rectifier communication bus and the operation of the rectifier module;

[0020] FIG. 6 is a diagram showing the relationship between the timing at which a failure is detected in the rectifier module and the timing at which a notification is sent to the ECU;

[0021] FIG. 7 is a diagram showing a connection between a power generation control device, a rectifier module, and an ECU by using a LIN communication line;

[0022] FIG. 8 is a diagram showing an example of communication messages exchanged between the rectifier module and the ECU;

[0023] FIG. 9 is a diagram showing an example of the operation of the vehicle generator when the rectifier module is operated in the phase control mode;

[0024] FIG. 10 is a diagram showing an example of the communication progress when LIN communication is performed between the power generation control device, the ECU, and the rectifier module;

[0025] FIG. 11 is a diagram showing an example of a communication frame notifying that a communication failure has occurred due to a communication interruption;

[0026] FIG. 12 is a diagram showing an improved structure of a vehicle generator according to an embodiment of the present invention;

[0027] FIG. 13 is a diagram showing the connection between a position sensor for detecting the rotational position of a vehicle generator rotor and a rectifier module; and

14 is a diagram showing the relationship between the output timing of the reference pulse generated by the position sensor and the control timing of the rectifier module.

Detailed ways

[0029] FIG. 1 is a diagram showing the structure of a vehicle generator 1 according to an embodiment of the present invention. As shown in Figure 1, the vehicle generator 1 includes two stator windings 2 and 3, a field winding 4, two rectifier module groups 5 and 6, and a power generation control device 7o

[0030] The stator winding 2 is a multi-phase winding (in this embodiment, a three-phase winding including an X-phase winding, a Y-phase winding, and a Z-phase winding) wound around a stator core (not shown). The stator winding 3 is also a multi-phase winding (in this embodiment, a three-phase winding including a U-phase winding, a V-phase winding, and a W-phase winding) with an electrical angular displacement of 30 degrees with respect to the stator winding 2 wound around the same stator core. The stator windings 2 and 3 and the stator core constitute the stator of the vehicle generator 1.

[0031] The field winding 4 is wound around field poles (not shown) arranged toward the inner circumference of the stator core to form the rotor of the vehicle generator 1. When the excitation current flows through the field winding 4, the magnetic poles are excited. Each of the stator windings 2 and 3 generates an AC voltage through the rotating field generated when the magnetic poles are excited.

[0032] The rectifier module group 5 forming a three-phase full-wave rectifier is connected to the stator winding 2. The rectifier module group 5 includes rectifier modules 5X, 5Y and 5Z, which are used for the three phases of the stator winding 2 respectively. The rectifier module 5X is connected to the X-phase winding of the stator winding 2. The rectifier module 5Y is connected to the Y-phase winding of the stator winding 2. The rectifier module 5Z is connected to the Z-phase winding of the stator winding 2.

[0033] The rectifier module group 6 forming a three-phase full-wave rectifier is connected to the stator winding 3. The rectifier module group 6 includes rectifier modules 6U, 6V and 6W, which are respectively used for the three phases of the stator winding 3. The rectifier module 6U is connected to the stator winding 3

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U-phase winding. The rectifier module 6V is connected to the V-phase winding of the stator winding 3. The rectifier module 6W is connected to the W-phase winding of the stator winding 3.

[0034] The power generation control device 7 controls the excitation current flowing through the excitation winding 4, thereby controlling the power generation voltage of the vehicle generator 1 (the output voltage of each rectifier module). The power generation control device 7 is connected to the ECU 8 as an external control device, and exchanges various signals with the ECU 8.

[0035] Next, the structure of the rectifier module is explained.

[0036] FIG. 2 is a diagram showing the structure of a rectifier module 5X. The other rectifier modules 5Y, 5Z, 6U, 6V, and 6W have the same structure as the rectifier module 5X.

[0037] As shown in FIG. 2, the rectifier module 5X includes two MOS transistors 50 and 51, a current detection element 53 and a control circuit 54. The source of the MOS transistor 50 is connected to the X-phase winding of the stator winding 2, and the drain is connected To the positive terminal 9 of the battery 9, the MOS transistor 50 operates as a high-side switching element. The drain of the MOS transistor 51 is connected to the X-phase winding of the stator winding 2 and the source thereof is connected to the grounded negative terminal 9 of the battery 9. The MOS transistor 51 operates as a low-side switching element.

[0038] FIG. 3 is a diagram showing the structure of the control circuit 54. As shown in FIG. 3, the control circuit 54 includes a control section 100, a power supply 102, a battery voltage detection section 110, operation detection sections 120 and 130, a temperature detection section 150, a current detection section 160, a high-side driver 170, and a low-side driver 172. And communication circuit 180.

[0039] When the vehicle engine starts and a phase voltage is generated in the X-phase winding of the stator winding 2, the power supply 102 starts to operate to provide operating voltages to various components included in the control circuit.

[0040] The high-side driver 170 is connected to the gate of the high-side MOS transistor 50 at its output terminal (G1), and generates a driving signal to turn the MOS transistor 50 on and off. Similarly, the low-side driver 172 is connected to the gate of the low-side MOS transistor 51 at its output terminal (G2), and generates a driving signal to turn the MOS transistor 51 on and off.

[0041] The battery voltage detection unit 110 composed of a differential amplifier and an A/D converter outputs data representing the positive terminal voltage of the battery 9.

[0042] The operation detection section 120 composed of a differential amplifier and an A/D converter outputs data representing the source-drain voltage of the high-side MOS transistor 50 (A terminal and B terminal shown in FIGS. 2 and 3 Voltage between). The control section 100 monitors the operation of the MOS transistor 50 driven by the high-side driver 170 based on the data, and performs control and fault detection on the MOS transistor 50 as necessary.

[0043] The operation detection section 130 composed of a differential amplifier and an A/D converter outputs data representing the source-drain voltage of the low-side MOS transistor 51 (terminals B and C shown in FIGS. 2 and 3) Voltage between). The control section 100 monitors the operation of the MOS transistor 51 driven by the low-side driver 172 based on the data, and performs control and fault detection on the MOS transistor 51 as necessary.

[0044] The temperature detection unit 150 composed of a constant current source, a diode, a differential amplifier, and an A/D converter outputs data indicating a temperature-dependent forward voltage drop of the diode. The control part 100 monitors the temperature of the rectifier module 5X to detect the thermal failure of the rectifier module 5X.

[0045] The current detection section 160 composed of a differential amplifier and an A/D converter outputs data representing the voltage (the voltage between the C terminal and the GND terminal) across the current detection element 53 such as a resistor. The control section 100 monitors the source-drain current of the low-side MOS transistor 51 based on the data to detect a short circuit or open circuit of the X-phase winding.

[0046] The communication circuit 180 is connected to the communication terminal (P terminal) of the power generation control device 7, and exchanges pulse train signals with the rectifier module through the communication line (rectifier communication bus) connected to the P terminal. Six rectifier modules 5X, 5Y,

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5Z.6U.6V and 6W are connected to each other through the communication line, so that the pulse sequence signal can be exchanged between these rectifier modules as data for controlling the MOS transistors 50 and 51.

[0047] Next, examples (1) to (6) of data exchange through the communication line and operations using the data are explained. [0048] Example (1): The on/off timing of the MOS transistors 50 and 51 is set based on the pulse train signal on the communication line.

4 is a diagram showing the connection between the power generation control device 7, the rectifier module, and the ECU 8. In this example, six rectifier modules 5X, 5Y, 5Z, 6U, 6V, and 6W are connected to the rectifier communication bus as a communication line. The rectifier communication bus is also connected to the P terminal of the power generation control device 7.

[0050] FIG. 5 is a diagram showing the relationship between the pulse train signal carried to the rectifier communication bus and the operation of the rectifier module. In FIG. 5, the text "X-phase high-side excitation start timing" indicates the timing when the high-side MOS transistor 50 of the rectifier module 5X is turned on. Make the voltage of the X-phase winding (X-phase voltage) exceed a predetermined threshold voltage (for example, battery voltage V_B) Is set to this timing. At the start timing of the X-phase high-side excitation, the control circuit 54 of the rectifier module 5X changes the voltage of the rectifier communication bus from a high level to a low level at predetermined time intervals. Similarly, the text "V-phase high-side excitation start timing" indicates the timing when the high-side MOS transistor 50 of the rectifier module 6V is turned on. The time when the voltage of the V-phase winding (V-phase voltage) exceeds the predetermined threshold voltage is set as the timing. At the start timing of the V-phase high-side excitation, the control circuit 54 of the rectifier module 6V changes the voltage of the rectifier communication bus from a high level to a low level at predetermined time intervals. The above explanation also applies to other rectifier modules. Therefore, a pulse train signal that changes to a low level at intervals of 60 degrees of electrical angle is carried to the rectifier communication bus.

[0051] Each rectifier module sets the turn-on timing or turn-off timing of the MOS transistors 50 and 51 based on the pulse train signal delivered to the rectifier communication bus. In FIG. 5, the text "X-phase.G1" indicates the gate signal G1 output from the control circuit 54 of the rectifier module 5X to the MOS transistor 50, and the text "X-phase·G2" indicates the control circuit 54 from the rectifier module 5X The gate signal G2 is output to the MOS transistor 51. Similarly, the text "V-phase.G1" represents the output from the control circuit 54 of the rectifier module 6V to the gate signal G1 of the MOS transistor 50, and the text "V-phase.G2" represents the output from the control circuit 54 of the rectifier module 6V to The gate signal G2 of the MOS transistor 51.

[0052] As shown in FIG. 5, in the rectifier module 5X, for example, the turn-on timing of the high-side MOS transistor 50 is set based on the X-phase voltage, and the high-side MOS transistor 50 is set based on a pulse sequence signal appearing on the rectifier communication bus. The turn-off timing of the rectifier module 5Y coincides with the turn-on timing of the high-side MOS transistor 50 of the rectifier module 5Y. Similarly, the turn-on timing of the low-side MOS transistor 51 is set based on the pulse sequence signal appearing on the rectifier communication bus so as to coincide with the turn-on timing of the high-side MOS transistor 50 of the rectifier module 6V, and based on the pulse sequence signal appearing on the rectifier communication bus. The pulse sequence signal above sets the turn-off timing of the low-side MOS transistor 51 so as to coincide with the turn-on timing of the high-side MOS transistor 50 of the rectifier module 6W. The turn-on timing and turn-off timing of the MOS transistors 50 and 51 of the other rectifier modules are set in the same manner as described above.

[0053] Example (2): Use the pulse sequence signal on the communication line to transmit the notification of the failure between the rectifier modules.

[0054] In the above example (1), as long as all the rectifier modules are operating normally, the pulse train signal that changes to a low level at 60-degree electrical angle intervals is delivered to the rectifier communication line. If a failure occurs in any rectifier module, the control circuit 54 of the failed rectifier module fixes the voltage of the rectifier communication bus to a low level. Therefore, the other five rectifier modules in normal operation can know that a fault occurs when they detect that the voltage of the rectifier communication bus is fixed to a low level.

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[0055] In order for the control circuit 54 to detect that the rectifier communication bus is fixed to a low level, the communication circuit 180 may be provided with a circuit: when the rectifier communication bus is at a low level for a predetermined period of time longer than corresponding to, for example, when the engine is idling The circuit outputs a signal during the time period of 60 degrees electrical angle.

[0056] If such a failure occurs in any one of the rectifier modules, other rectifier modules in normal operation cannot set the on and off timings of the MOS transistors 50 and 51 based on the pulse sequence signal on the rectifier communication bus, because the failure occurs Then the rectifier communication bus is fixed to low level. Therefore, in this case, the control circuit 54 continues the rectification operation by setting the on and off timings of the MOS transistors 50 and 51 based on the voltage of the phase winding connected to the rectifier module in which the control circuit 54 is included.

[0057] Example (3): The pulse train signal on the communication line is used to detect a failure in the rectifier module, and the power generation control device 7 notifies the ECU 8 of the failure. In this example, the power generation control device 7 can detect a fault in the rectifier module in a similar manner to the example (2).

[0058] By providing a circuit that outputs a signal when the predetermined time period during which the rectifier communication bus is at a low level is longer than, for example, the time period corresponding to 60 degrees of electrical angle when the engine is idling, the power generation control device 7 can know that the rectifier communication bus is Fixed to low level.

[0059] When a failure in any one of the rectifier modules is detected based on the pulse sequence signal on the rectifier communication bus, the power generation control device 7 changes the voltage of its L terminal from a high level to a low level to notify the ECU 8 of the failure .

[0060] The L terminal may be a diagnostic terminal (diag terminal) for notifying the ECU 8 whether power is being generated and lighting a charging indicator when power is not being generated _oTherefore, before power generation is started, a low-level signal is output from the L terminal, and after power generation is started, a high-level signal is output from the L terminal.

6 is a diagram showing the relationship between the timing when the power generation control device 7 detects a failure of one of the rectifier modules and the timing when the power generation control device 7 notifies the ECU 8 of the failure. As shown in FIG. 6, when the pulse train signal on the rectifier module bus continues to be at a low level for a predetermined time period T, the power generation control device 7 determines that a failure has occurred, and changes the voltage of the L terminal from a high level to a low level. The level sends a notification to the ECU 8 indicating that a malfunction has occurred.

[0062] Example (4): In the above examples (1) to (3), the operation of the rectifier module is controlled using the pulse train signal delivered to the rectifier communication bus that connects the power generation control device 7 to the rectifier module.

[0063] However, in the case where two-way serial communication is performed between the power generation control device 7 and the ECU 8 through the serial communication line located therebetween (for example, LIN communication using the LIN (Local Interconnect Network) protocol), the serial The communication line can also be used for communication between rectifier modules.

[0064] FIG. 7 is a diagram showing the connection between the power generation control device 7, the rectifier module, and the ECU 8 through a LIN communication line.

[0065] Part (A) of FIG. 8 shows the structure of a transmission frame of a communication message transmitted from the rectifier module to the ECU 8. Part (B) of FIG. 8 shows the structure of the reception frame of the communication message sent from the ECU 8 to the rectifier module.

[0066] As shown in part (A) of FIG. 8, the transmission frame includes a synchronization discontinuity, a synchronization field, an ID field, an operation failure, a temperature, a current, and a voltage. The operation failure is data indicating the presence or absence of failure in the MOS transistors 50 and 51 and the type of failure that has occurred. The temperature, current, and voltage included in the transmission frame are data detected by the temperature detection section 150, the current detection section 160, and the battery voltage detection section 110, respectively.

[0067] As shown in part (B) of FIG. 8, the received frame includes a synchronization break, a synchronization field, an ID field, an operation mode, and a phase angle. By receiving ECU 8 for controlling the phase angle and the MOS transistors 50 and 51 operating modes can be made different power modes, comprising: a focus placed in the power generation efficiency of the synchronous rectification mode; focus on the transmission of the output current by

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A phase control mode in which the phase voltage leads to the current in each of the stator windings 2 and 3 to generate maximum power; and a regenerative power generation mode in which the engine speed is reduced by reducing the efficiency of the vehicle generator 1 to increase the torque load of the engine to apply braking . 9 is a diagram showing an operation example of a vehicle generator when the rectifier module is operated in a phase control mode specifying a specific phase angle. In FIG. 9, the text "G1" represents the gate signal applied to the high-side MOS transistor 50 by the control circuit 54, and the text "G2" represents the gate signal applied to the low-side MOS transistor 51 by the control circuit 54. When the phase control mode and specific phase angle are specified, each rectifier module detects the first zero-crossing point where the polarity of the phase current flowing through the corresponding phase winding changes from positive to negative, and will pass through the specified first zero-crossing point. The time of the phase angle is set as the off timing of the high-side MOS transistor 50, and the second zero-crossing point at which the polarity of the phase current flowing through the corresponding phase winding changes from negative to positive is detected, and the second zero-crossing point will pass through The time of the designated phase angle is set as the turn-off timing of the low-side MOS transistor 51.

[0069] The first and second zero crossing points may be detected based on the source-drain voltages of the MOS transistors 50 and 51, respectively. The turn-on timing of each of the MOS transistors 50 and 51 can be set with reference to the time when the phase voltage exceeds a predetermined threshold value or the first or second zero-crossing point.

10 is a diagram showing an example of the communication progress when LIN communication is performed between the power generation control device 7, the ECU 8 and the rectifier module. In FIG. 10, the text description "received frame by the power generation control device" indicates a frame sent from the ECU 8 and received by the power generation control device 7, and the text description "received frame by the power generation control device 7" indicates that it is sent from the power generation control device 7 and received by the ECU 8. Frames. The frame exchange frequency between the power generation control device 7 and the ECU 8 is set according to the time constant of the rotor. For example, when the time constant of the rotor is 200 ms, the frame exchange frequency is set to 20 times per second.

[0071] In addition, the text description "All rectifier modules receive frames" means frames sent from ECU 8 to all rectifier modules 5X, 5Y, 5Z, 6U, 6V, and 6W, and the text description "Rectifier modules 5X-5Z send frames" means from For frames sent from any one of the rectifier modules 5X, 5Y, and 5Z, the text description "frame sent by the rectifier module 6U-6W" means a frame sent from any one of the rectifier modules 6U, 6V, and 6W. The frame exchange frequency between the power generation control device 7 and the rectifier module is set to be lower than the frame exchange frequency between the power generation control device 7 and the ECU 8, for example, set to approximately once per second. Alternatively, the frame exchange between the rectifier module and the ECU 8 may be performed every time the frame exchange between the power generation control device 7 and the ECU 8 is performed a predetermined number of times (for example, 32 times).

[0072] Example (5): In the example (4), since the frame sent from each rectifier module to the ECU 8 includes data related to the operation failure shown in part (A) of FIG. 8, the ECU 8 can pass Receive this frame to know the occurrence of the failure.

[0073] However, as an alternative simple way for the ECU 8 to detect the occurrence of a failure, the LIN communication between the power generation control device 7 and the ECU 8 can be interrupted when a failure occurs in any of the rectifier modules.

[0074] FIG. 11 is a diagram showing an example in which the ECU 8 can know that a failure has occurred by interrupting the LIN communication between the power generation control device 7 and the ECU 8. As shown in FIG. 11, when there is no failure, frame transmission and frame reception are alternately repeated between the power generation control device 7 and the ECU 8. When a fault occurs in any one of the rectifier modules, the control circuit 54 of the faulty rectifier module is periodically turned on (pulled up), for example, a communication driver composed of a pull-up resistor and a switching element included in the communication circuit 180 will pass LIN. The transmission and reception of the communication frame is interrupted for a period of time longer than one communication frame. In the example shown in FIG. 11, the transmission and reception of three frames F1, F2, and F3 are interrupted. The reason why the communication driver is turned on for a time period longer than one communication frame is to interrupt the transmission and reception of at least two frames to ensure that the ECU 8 is reliably notified of the malfunction. If the communication driver is turned on for a time period shorter than one communication frame, the following situation may occur: only the frame reception at the power generation control device 7 is interrupted, and the ECU 8 cannot be notified of the occurrence of a failure. The timing interval for turning on the communication driver, which occurs periodically, is set to a time period long enough to prevent communication interruption (for example, a time period longer than two frames). This makes it possible to exchange information related to power generation control between the power generation control device 7 and the ECU 8 in conjunction with sending notifications of failures.

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The data.

[0075] Example (6) The side sub (1) to (5) are for the case where the vehicle generator 1 performs power generation operation.

[0076] However, if the vehicle generator 1 is provided with a position sensor that detects the rotational position (electric angle) of the rotor relative to the stator, and the detection result of the rotational position is sent from the vehicle generator 1 to the rectifier module, the vehicle generator can be 1 Used as an automobile motor generator capable of both power generation operation and electric drive operation.

12 is a diagram showing the structure of a vehicle generator 1A that is an improved version of the vehicle generator 1 described above. As shown in FIG. 12, compared to the vehicle generator 1 shown in FIG. 1, the vehicle generator 1A is additionally provided with a position sensor 13 for detecting the rotational position of the rotor. There are various methods for detecting the rotational position (electrical angle) of the rotor using the position sensor 13. For example, the position sensor 13 may include a detection coil fixed to the frame of the vehicle generator 1 to detect the rotational position of the magnet fixed to the rotor. For another example, the position sensor 13 may include a Hall element fixed to the frame of the vehicle sensor 1 to detect the rotational position of the permanent magnet fixed to the rotor. In addition to the above, a resolver or optical sensor of the variable reluctance type can also be used to detect the rotational position of the rotor.

13 is a diagram showing an example of connection between the position sensor 13 and the rectifier module. In this example, the position sensor 13 and the rectifier module are connected through a rectifier communication bus, and a reference pulse is sent from the position sensor 13 to the rectifier module. The reference pulse is output when the rotor has rotated a predetermined electrical angle with respect to the stator. In this example, the reference pulse is output every 360 degrees of electrical angle. However, it is also possible to output the reference pulse two or more times per 360-degree electrical angle.

14 is a diagram showing the relationship between the output timing of the reference pulse and the control timing of the rectifier module. Each rectifier module performs timing calculation based on the reference pulse output from the position sensor 13 to set a timing reference for its own use to control the on/off timing of the MOS transistors 50 and 51. In FIG. 14, the timing references of the rectifier modules 5X, 5Y, 5Z, 6U, 6V, and 6W are represented as 5X, 5Y, 5Z, 6U, 6V, and 6W, respectively. According to this modification, the vehicle generator 1A can perform a power generation operation to charge the battery 9 or supply power to the electric loads 10 and 12, and use the electric energy provided by the battery 9 to perform an electric drive operation.

[0080] Of course, various improvements can be made to the above-mentioned embodiment as described below. The vehicle generator of the above embodiment includes two stator windings 2, 3 and two rectifier module groups 5 and 6. However, the present invention is also applicable to a vehicle generator including a rotor and a rectifier module group. In addition, although the vehicle generator of the above embodiment includes two stator windings 2 and 3 each of which are star-connected, the present invention is also applicable to vehicles including one or more delta-connected stator windings generator.

[0081] The preferred embodiments explained above are examples of the invention of the present application described only by the appended claims. It should be understood that those skilled in the art can easily imagine that improvements can be made to the above-mentioned preferred embodiments.